Detail Information of GB/T 18386-2017; GB/T18386-2017
Description (Translated English): Electric vehicles - Energy consumption and range - Test procedures
Sector / Industry: National Standard (Recommended)
Classification of Chinese Standard: T47
Classification of International Standard: 43.020
Word Count Estimation: 22,282
Date of Issue: 2017-10-14
Date of Implementation: 2018-05-01
Drafting Organization: China FAW Technology Center, China Automotive Technology Research Center, Beijing New Energy Vehicle Co., Ltd., BYD Auto Industry Co., Ltd., Dongfeng Motor Corporation Technology Center, China Automotive Engineering Research Institute Co., Ltd., Chongqing Vehicle Inspection and Research Institute Co., Ltd., Anhui Jianghuai Automobile Co., Ltd., Chongqing Changan New Energy Vehicle Co., Ltd., Brilliance Automotive Group Holding Co., Ltd., Chery New Energy Vehicle Technology Co., Ltd., Shanghai Automotive Group Co., Ltd. Technology Center, Anhui Ankai Automobile Co., Zhejiang Geely Automobile Research Institute Co., Ltd.
Administrative Organization: National Automotive Standardization Technical Committee (SAC/TC 114)
Proposing organization: Ministry of Industry and Information Technology of the People Republic of China
Issuing agency(ies): General Administration of Quality Supervision, Inspection and Quarantine of PRC; China National Standardization Administration
GB/T 18386-2017
Electric vehicles - Energy consumption and range - Test procedures
ICS 43.020
T47
National Standards of People's Republic of China
Replacing GB/T 18386-2005
Electric vehicle energy consumption and driving range
experiment method
2017-10-14 Published
2018-05-01 implementation
General Administration of Quality Supervision, Inspection and Quarantine of People's Republic of China
China National Standardization Administration released
Directory
Preface Ⅰ
1 range 1
2 Normative references 1
3 Terms and definitions 1
Test methods for driving range and energy consumption rate
4.1 General 1
4.2 Measurement parameters, units and accuracy 1
4.3 Test conditions 2
4.4 Test Procedure 2
4.5 Driving range and energy consumption rate calculation method 6
Appendix A (Informative) Heavy commercial vehicles running resistance coefficient recommended program 9
Appendix B (Normative) NEDC cycle 12
Appendix C (Normative) China typical city bus cycle 16
Appendix D (Normative) C-WTVC cycle 17
References 18
Foreword
This standard was drafted in accordance with the rules given in GB/T 1.1-2009.
This standard replaces GB/T 18386-2005 "Electric vehicle energy consumption and driving range test method." And GB/T 18386-
2005, except for editorial changes outside the main technical changes are as follows.
--- Test quality has undergone major changes;
--- The provisions on the test gear have changed;
--- Test environment temperature conditions have changed, delete the outdoor test conditions;
--- End of the standard test cycle has undergone major changes, and increased the conditions for the end of the heavy truck operating conditions;
--- Increased parking rules;
--- Increases the driving range of heavy-duty vehicle operating conditions and energy consumption rate calculation method;
--- Test cycle has changed, an increase of GB/T 19754-2015 in China's typical urban bus cycle and GB/T 27840-
2011 C-WTVC cycle;
--- Increased heavy-duty commercial vehicle driving resistance coefficient recommended program.
This standard proposed by the Ministry of Industry and Information Technology of the People's Republic of China.
This standard by the National Automotive Standardization Technical Committee (SAC/TC114) centralized.
This standard is drafted by China FAW Co., Ltd. Technical Center, China Automotive Technology Research Center, Beijing New Energy
Automotive Co., Ltd., BYD Auto Industry Co., Ltd., Dongfeng Motor Corporation Technology Center, China Automotive Engineering Research Institute Co., Ltd.
Company, Chongqing Vehicle Inspection Institute Co., Ltd., Anhui Jianghuai Automobile Co., Ltd., Chongqing Changan New Energy Automobile Co., Ltd., Brilliance
Automotive Group Holdings Limited, Chery New Energy Vehicle Technology Co., Ltd., Shanghai Automotive Group Co., Ltd. Technology Center, Anhui Security
Kay Automobile Co., Ltd., Zhejiang Geely Automobile Research Institute Co., Ltd.
The drafters of this standard. Ma Chizhen, Liu Guibin, Zheng Guangzhou, Ling Heping, Ma Teng, Li Zheng, Zhao Jingwei, Lu Chun, Yue Fenglai, Ye Lei, Xu Qingkui,
Tang Xiaohua, Yuan Changrong, Liu Le, Sun Long, Yang Xingwang, Liu Jialiang, Zhang Xin, single red, Wang Xin Shu, Wang Qi, Chen Shun Dong, Liu Yanlin, Yi Youfu.
This standard replaces the standards previously issued as.
--- GB/T 18386-2005.
Electric vehicle energy consumption and driving range
experiment method
1 Scope
This standard specifies the pure electric vehicle energy consumption and driving range test method.
This standard applies to pure electric vehicles. Electric three-wheeled motorcycle can be implemented by reference.
2 Normative references
The following documents for the application of this document is essential. For dated references, only the dated version applies to this article
Pieces. For undated references, the latest edition (including all amendments) applies to this document.
GB 7258 motor vehicle operating safety conditions
GB/T 12534 Automotive Road Test Methods
GB 18352.5-2013 Limits and measurement methods of light vehicle pollutant emissions (China's fifth stage)
Electric vehicle terminology
GB/T 19754-2015 Heavy Duty Hybrid Electric Vehicle Energy Consumption Test Method
Measurement method of fuel consumption of heavy commercial vehicles GB/T 27840-2011
3 Terms and definitions
GB 7258, GB/T 19596 defined terms and definitions apply to this document.
4 driving range and energy consumption rate of test methods
4.1 General
The following method describes the driving range in km and the power consumption rate from the grid expressed in Wh/km
method.
4.2 Measurement parameters, units and accuracy
Table 1 specifies the parameters, units and accuracy of the test measurements.
Table 1 measurement parameters, units and accuracy requirements
Measurement parameters Accuracy of the unit resolution
Time s ± 0.1 0.1
Distance m ± 0.1% 1
Temperature ℃ ± 1 1
Speed km/h ± 1% 0.2
Quality kg ± 0.5% 1
Table 1 (continued)
Measurement parameters Accuracy of the unit resolution
Energy Wh ± 1% 1
Voltage V ± 0.3% FSa or ± 1% rdgb 0.1
Current A ± 0.3% FS or ± 1% rdg 0.1
aFS. The maximum display or ruler length.
brad. readings
4.3 Test conditions
4.3.1 Test quality
Electric vehicle curb mass and test additional quality and. Additional qualities were
--- For M1, N1, the maximum design of the total mass does not exceed 3500kg of M2 vehicles, the quality of 100kg;
--- For city bus, the quality of the largest design loading quality of 65%;
--- For other vehicles, the mass is the maximum design loading quality.
Passenger quality and load distribution requirements according to the provisions of GB/T 12534.
Note. For semi-trailer tractors, the maximum design loading capacity in this standard refers to the maximum design traction quality.
4.3.2 Vehicle conditions
The test vehicle shall be loaded according to the technical requirements of each test.
Tires should be used as a manufacturer of the original parts required by the type, and recommended by the manufacturer's tire maximum test load and the maximum test speed
Degree corresponding to the inflation pressure of the tire inflation. Mechanical moving parts with lubricating oil viscosity should be consistent with the provisions of the manufacturer.
The lighting, signaling devices and auxiliary equipment in the car should be turned off unless the test and the daytime operation of the vehicle require these devices.
Except for driving purposes, all energy storage systems shall be charged to the maximum specified by the manufacturer (electrical, hydraulic, pneumatic, etc.).
Test driver should follow the vehicle manufacturer's recommended operating procedures so that the battery power at normal operating temperature.
Before the test, the test vehicle shall be driven at least 300km with a power battery mounted on the test vehicle.
4.3.3 Ambient temperature conditions
Indoor test at 20 ℃ ~ 30 ℃ room temperature.
4.3.4 test gear
If the manufacturer's recommended vehicle driving mode can be used with the reference curve of the working conditions, the factory recommended mode is used; if the manufacturer recommends the mode
Type can not meet the conditions of reference curve requirements, then choose the highest speed mode.
4.4 Test Procedure
4.4.1 General
The same test procedure should be used to determine the energy consumption rate and driving range. The test procedure consists of the following three steps.
a) Initial charge of the power battery (see 4.4.4);
b) Carry-over mileage test under operating conditions or at constant speed (see 4.4.5);
c) Charge the motive battery again after the test and measure the energy from the mains (see 4.4.6).
M2, M1, N1, the maximum design of the total mass of not more than 3500kg vehicles, between the two steps in the implementation, if the vehicle needs to be moved
Move, does not allow the use of car power to move the vehicle to the next test location, and regenerative braking system does not work. For M1, N1, most
Vehicles other than the M2 car with a total designed mass of 3500kg or less should be allowed to use the power of the car if they need to be moved,
4.4.5.2.2 in the relevant provisions.
4.4.2 Tolerance
The speed tolerances and time tolerances on the test cycle should satisfy the tolerances and reference curve requirements given in Figure 1.
Description.
1 --- benchmark curve
2 --- speed tolerance, in kilometers per hour (km/h);
3 --- time tolerance, in seconds (s).
Figure 1 benchmark curves and tolerances
The speed tolerances given at each of the points in Figure 1 apply to M1, N1, M2 models with a maximum total design mass of 3500 kg
± 2km/h, applicable to other models ± 3km/h, the time tolerance of ± 1s.
In each driving cycle, allows the total time beyond the tolerance range, for M1, N1, the maximum total design mass does not exceed 3500kg
M2 class models should not exceed 4s, for other models should not exceed 10s. The total time out of tolerance should be noted in the test report.
4.4.3 End of the test cycle standards
mainly include.
a) Perform the NEDC test cycle as specified in 4.4.5.2.
1) Test vehicles with a maximum speed of 120 km/h or more shall not stop when they can not meet the tolerance requirements specified in 4.4.2
Stop test
2) For the test vehicle with the maximum speed of less than 120km/h, when the target vehicle speed is greater than the maximum vehicle speed declared by the vehicle, the target
Condition corresponding speed benchmark curve adjusted for the vehicle to declare the maximum speed, this time requires the driver to accelerate the pedal in the end, allow
Xu vehicles actual speed exceeds the upper limit of 4.4.2 prescribed tolerance, when the lower limit of tolerance can not meet the requirements of 4.4.2 should
Stop the test; when the target vehicle speed is less than or equal to the maximum vehicle speed declared, it can not meet the tolerance specified in 4.4.2
Upon request, the test should be stopped.
b) When carrying out the test cycle of bus cycle conditions in China's typical cities as prescribed in 4.4.5.2, the tolerances specified in 4.4.2 shall not be met
Time, stop the test.
c) Carry out the test cycle of C-WTVC conditions as specified in 4.4.5.2. When the vehicle speed is less than or equal to 70km/h, it can not meet the requirements of 4.4.2
The required tolerance requirements, should stop the test; when the speed is greater than 70km/h, can not meet the tolerance requirements, then the accelerator pedal
Step down until the vehicle speed again follows the target speed of the C-WTVC cycle, allowing the tolerances in 4.4.2 to be exceeded.
d) When carrying out the constant speed test as specified in 4.4.5.3, when the vehicle's speed of travel does not reach 54km/h (M1, N1, maximum gross design mass
Not exceeding 3500kg M2 class car) or 36km/h (M1, N1, the maximum total design does not exceed the total mass of 3500kg class M2
Other than the vehicle) to stop the test.
When reaching the end of the test conditions, the gear remains unchanged, the vehicle taxiing to the minimum steady speed or 5km/h, and then depress the brake pedal
parking.
4.4.4 Initial charge of the power battery
4.4.4.1 General
Unless otherwise specified by the vehicle manufacturer or the battery manufacturer, the initial charge of the battery may be as specified below
get on.
The first charge of the power battery means the first charge of the power battery after receiving the vehicle. If the provisions of a few tests or measurements
The amount of continuous, the first charge can be considered as the first charge.
The initial charge of the power battery is carried out according to 4.4.4.2 and 4.4.4.3.
4.4.4.2 power battery discharge
First of all, the test vehicle travels at a steady speed of 70% ± 5% of the maximum speed of 30 minutes to discharge the power battery of the vehicle.
Discharge ends under the following conditions.
--- Speed can not reach 65% of the maximum speed of 30min, or
--- Travel up to 100km.
4.4.4.3 power battery charging
Battery Charging In accordance with the provisions of the vehicle manufacturer's charging procedures, the battery reaches a fully charged state, or according to the following procedures for the battery
Charge.
4.4.4.3.1 General charging
At ambient temperatures of 20 ° C to 30 ° C, use the car charger (if installed) to charge the battery or use the vehicle manufacturer's push
Recommended external charger (charger model should be recorded, specifications) to the battery charge.
Conventional charging does not include other special types of charging. Such as battery refurbishment or maintenance charge.
The vehicle manufacturer should ensure that the vehicle does not have a special charging operation during the test.
4.4.4.3.2 The end of charging standards
12h charging is the end of charging the standard; if the standard equipment issued a clear signal that the driver battery is not full, in the
In this case, the maximum charging time is .3 × battery energy (kW · h) as specified by the manufacturer/grid power supply (kW).
4.4.4.3.3 fully charged battery
If the charge end criterion is reached according to the normal charging regulations, the battery is considered fully charged.
4.4.5 driving range test
Record this moment at the end of the power battery charging. Within 12 hours thereafter, the test shall be carried out in accordance with the prescribed test procedures.
During this period, make sure that the vehicle is placed at a temperature of 20 ° C to 30 ° C.
4.4.5.1 Vehicle road load setting
Determination of driving resistance and simulation on a chassis dynamometer M1, N1, M2 test with a maximum total design mass not exceeding 3500 kg
Vehicles in accordance with the provisions of GB 18352.5-2013 Annex CH; other types of test vehicle load corresponding road resistance according to
GB/T 27840-2011 in Appendix C method to measure or in accordance with Appendix A of this standard heavy duty commercial vehicle driving resistance push
Recommended program. During the taxi test of road and chassis dynamometer, the function of braking energy recovery system should be shielded. Road and chassis
Dynamometer taxi test, other parts of the car should be in the same state (such as air-conditioning off, etc.).
4.4.5.2 Condition method
4.4.5.2.1 Applicable to M1, N1, the maximum design of the total mass of not more than 3500kg M2 car operating conditions
Test on a chassis dynamometer using the NEDC cycle specified in Annex B; stop the test until the requirements of 4.4.3 are met.
Unless otherwise specified, parking is permitted for every 6 duty cycles (10 ± 1) min. During stop, the vehicle start switch shall be at
"OFF" state, close the hood, turn off the test bench fan, release the brake pedal, can not be charged using an external power supply.
At the end of the test cycle, when the vehicle is stopped, record the distance D traveled by the test vehicle, expressed in km, and the measured value is rounded off
Rounded to an integer; and record the elapsed time expressed in hours (h) and minutes (minutes).
The maximum vehicle speed, average vehicle speed and travel time (h and min) achieved by the vehicle during the test cycle should be given in the report.
4.4.5.2.2 Applicable to M1, N1, the maximum design of the total mass does not exceed 3500kg outside the M2 car operating conditions
Vehicle charging position and the chassis dynamometer is not the case, if you use the vehicle's own power to move between the two, requiring vehicles
With no more than 30km/h speed as far as possible in a uniform manner to move between the two (to minimize the power consumption), the vehicle each time in both
The distance between the move can not exceed 3km. Then power off, turn off the ignition lock for 15min, vehicle presets.
For city buses, the typical city bus cycle specified in Appendix C on the chassis dynamometer or Appendix D
C-WTVC cycle; for other vehicles, use the C-WTVC cycle conditions specified in appendix D on the chassis dynamometer
Test; stop the test until it meets the requirements of 4.4.3. Measure and record the voltage on the battery terminal in real time during the movement and test
And current value.
Unless otherwise specified, parking is permitted for every 6 duty cycles (10 ± 1) min. During stop, the vehicle start switch shall be at
"OFF" state, close the hood, turn off the test bench fan, release the brake pedal, can not be charged using an external power supply.
In the typical city of China bus cycle conditions end, the vehicle stops, record the test vehicle passing distance D pilot phase.
At the end of the C-WTVC cycle, when the vehicle is stopped, record the distance between the urban part of the test vehicle and the urban area D and the part of the highway
D highway, high-speed part of the distance D high-speed, expressed in km. Record the hours of use in hours (h) and minutes (minutes).
The maximum vehicle speed, average vehicle speed and travel time (h and min) achieved by the vehicle during the test cycle should be given in the report.
4.4.5.3 isokinetic method
4.4.5.3.1 Equivalent speed method applicable to M2, M1, N1, maximum design gross mass not exceeding 3500kg
(60 ± 2) km/h of constant speed test, the test process allows parking twice, each parking time is not allowed more than 2min, when the car
When the vehicle's speed reaches the requirements of 4.4.3 to stop the test.
Record the number of vehicle stops and parking time during the test period. Test cycle conditions ended, the vehicle stopped, record the test vehicle driving
The distance D, expressed in km, is measured rounded to the nearest whole number, which is the driving range measured by the constant speed method. Simultaneously
Record the elapsed time expressed in hours (h) and minutes (minutes).
4.4.5.3.2 Applies to isokinetic methods other than M2 class vehicles except M1, N1, with a maximum design gross mass not exceeding 3500 kg
(40 ± 2) km/h of constant speed test, the test process allows parking twice, each parking time is not allowed more than 2min, when the car
When the car's speed reaches the stop requirement specified in 4.4.3 stop the test.
Record the number of vehicle stops and parking time during the test period. Test cycle conditions ended, the vehicle stopped, record the test vehicle driving
The distance D, expressed in km, is measured rounded to the nearest whole number, which is the driving range measured by the constant speed method. Simultaneously
Record the elapsed time expressed in hours (h) and minutes (minutes).
Note that the isokinetic test is retained for other standards only and the results are not to be exported as a result of the standard continuous driving test.
4.4.6 Power battery charging and energy measurement
After completing the test specified in 4.4.5.2 or 4.4.5.3, connect the vehicle to the grid within 2 hours and set the vehicle in accordance with the charging schedule of 4.4.4.3
The power battery is fully charged. An energy measuring device is connected between the grid and the vehicle charger to measure the voltage from the grid during charging
Wh Energy E expressed by the grid, the measured value rounded to the nearest whole number.
Note. If the grid is powered off, the time it is disconnected should be appropriately extended according to the time of the power outage. Vehicle manufacturing plant and certification laboratory technical services
The door should explore the effectiveness of charging.
4.5 driving range and energy consumption rate calculation method
4.5.1 Applicable to M1, N1, the maximum design of the total mass of not more than 3500kg Class M2 vehicle operating conditions calculation method
The distance traveled by the test vehicle recorded in 4.4.5.2.1, which is the driving range, is expressed in km and rounded to the nearest whole number.
Use equation (1) to calculate the energy consumption rate C, expressed in Wh/km, and rounded to an integer.
C = E grid/D (1)
In the formula.
E Grid - the energy from the grid during charging, in Watts (Wh);
D --- driving range, in kilometers (km).
For test vehicles with a maximum speed of less than 120 km/h, record the driving range and energy consumption rate results in the test report
The maximum speed is described, it is recommended to use the following format to record driving range. "D (maximum speed. Vmax)", use the following format to record energy consumption
Consumption rate "C (maximum speed. Vmax)", where vmax fill in the vehicle to declare the maximum speed.
4.5.2 Applicable to M1, N1, the maximum design of the total mass does not exceed 3500kg class M2 vehicles operating conditions method of calculation
4.5.2.1 Calculation methods for bus cycle conditions in typical Chinese cities
Using Equation (2), calculate the energy consumption rate C, expressed in Wh/km, of a typical urban bus cycle in China and round to the nearest whole number.
C =
The test is over
The test begins
UIdt
The move is over
Move started
UIdt ∫
The test is over
The test begins
UIdt
E grid
D test phase
(2)
In the formula.
U --- vehicle battery voltage during operation, in volts (V);
I --- vehicle battery terminal current during operation, in amperes (A);
E Grid - the energy from the grid during charging, in Watts (Wh);
D test phase --- test phase vehicles passing distance, in kilometers (km).
Use equation (3) to calculate the driving range D, expressed in km, rounded to the nearest whole number.
D = E Grid/C (3)
In the formula.
E Grid - the energy from the grid during charging, in Watts (Wh);
C --- China typical city bus cycle conditions of energy consumption, in units of watt hours per kilometer (Wh/km).
4.5.2.2 Calculation method for C-WTVC cycle conditions
Table 2 to determine the test model urban, highways and high-speed part of the mileage allocation ratio K, using equation (4) to calculate C-WTVC
The energy consumption rate C of the ring condition, expressed as Wh/km, is rounded up to an integer.
C = C Downtown K Downtown C Highway K Highway C High Speed K High Speed (4)
In the formula.
C urban area --- urban part of the energy consumption rate, in units of watts per kilometer (Wh/km);
Road C --- Road part of the energy consumption rate, in units of watts per kilometer (Wh/km);
C high speed --- high-speed part of the energy consumption rate, unit of watt per kilometer (Wh/km);
K urban area --- urban mileage distribution ratio coefficient (referred to as urban area ratio),%;
K highway --- road mileage distribution ratio coefficient (referred to as highway ratio),%;
K high-speed --- highway mileage distribution ratio coefficient (referred to as high-speed ratio),%.
Table 2 Characteristics Mileage allocation ratio
Vehicle Type
Maximum Design Total Mass (GCW/GVW)
kg
Urban area ratio (K urban area) Road ratio (K highway) High speed ratio (K high speed)
Semi-trailer tractor
9000 \u003cGCW≤27000 0 40% 60%
GCW> 27000 0 10% 90%
Dump Truck GVW> 3500 0 100% 0
truck
(Excluding dump truck)
3500 \u003cGVW≤5500 40% 40% 20%
5500 \u003cGVW≤12500 10% 60% 30%
12500 \u003cGVW≤25000 10% 40% 50%
GVW> 25000 10% 30% 60%
City Bus GVW> 3500 100% 0 0
bus
(Excluding city bus)
3500 \u003cGVW≤5500 50% 25% 25%
5500 \u003cGVW≤12500 20% 30% 50%
GVW> 12500 10% 20% 70%
Each part of the energy consumption rate according to equation (5) ~ (10) calculated.
C Downtown = E Downtown/D Downtown (5)
C Road = E Road/D Road (6)
C high speed = E high speed/D high speed (7)
In the formula.
E urban areas --- urban part of the energy from the grid, in units of Watts (Wh);
E highway --- part of the highway from the power grid, in units of hours (Wh);
E high-speed --- high-speed part of the energy from the grid in units of hours (Wh);
D urban areas --- urban part of the distance traveled, in kilometers (km);
D highway --- road part of the distance traveled, in kilometers (km);
D high-speed --- high-speed part of the distance, in kilometers (km).
E city =
Downtown ends
Downtown begins
UIdt
The test is over
The test begins
UIdt ∫
The move is over
Move started
UIdt
× E grid (8)
E highway =
The road is over
The road begins
UIdt
The test is over
The test begins
UIdt ∫
The move is over
Move started
UIdt
× E grid (9)
E high speed =
High-speed end
High-speed start
UIdt
The test is over
The test begins
UIdt ∫
The move is over
Move started
UIdt
× E grid (10)
In the formula.
E Grid - the energy from the grid during charging, in Watts (Wh);
U --- vehicle battery voltage during operation, in volts (V);
I --- vehicle battery terminal current during operation, in amperes (A).
Use formula (11) to calculate the driving range D, expressed in km, and round to the whole number.
D = E Grid/C (11)
In the formula.
E Grid - the energy from the grid during charging, in Watts (Wh);
C --- C-WTVC energy consumption rate of cycle conditions, in units of watts per kilometer (Wh/km).
4.5.3 Equivalent method of calculation
The distance traveled is the distance traveled by the test vehicle recorded in 4.4.5.3.
Use Equation (12) to calculate the energy consumption rate C, expressed in Wh/km, and rounded to an integer.
C = E grid/D (12)
In the formula.
E Grid - the energy from the grid during charging, in Watts (Wh);
D --- driving range, in kilometers (km).
Appendix A.
(Informative)
Heavy commercial vehicle driving resistance coefficient recommended program
A.1 Recommended value of driving resistance coefficient when the vehicle is fully loaded
Truck, tractor-semitrailer, dump truck, passenger car and city bus driving resistance coefficient recommended values in Table A.1 ~ Table A.5.
Table A.1 truck driving resistance coefficient recommended value
The maximum total design mass (GVW)
kg
Constant term
(A)
First term coefficient
(B)
Quadratic coefficient
(C)
3500 477.5 2.00 0.102
4500 540.5 2.53 0.109
5500 603.4 3.06 0.115
7000 697.9 3.86 0.125
8500 792.3 4.65 0.135
10500 918.2 5.72 0.148
12500 1044.1 6.78 0.161
16000 1264.4 8.64 0.184
20000 1516.2 10.77 0.210
25000 1830.9 13.43 0.242
31000 2208.6 16.62 0.281
Table A.2 Tractor Driving Recommendations for Drag Coefficient
Maximum Design Total Mass (GCW)
kg
Constant term
(A)
First term coefficient
(B)
Quadratic coefficient
(C)
18000 1638.3 0.01 0.246
27000 1960.3 5.15 0.246
35000 2246.5 11.44 0.246
40000 2425.3 15.37 0.246
43000 2532.6 17.73 0.256
46000 2640.0 20.09 0.266
49000 2747.3 22.45 0.276
Table A.3 dump truck driving resistance coefficient recommended value
The maximum total design mass (GVW)
kg
Constant term
(A)
First term coefficient
(B)
Quadratic coefficient
(C)
3500 309.2 0.62 0.241
4500 372.8 1.23 0.241
5500 436.5 1.84 0.241
7000 531.9 2.75 0.242
8500 627.3 3.67 0.242
10500 754.6 4.89 0.243
12500 881.9 6.11 0.243
16000 1104.6 8.25 0.244
20000 1359.1 10.69 0.245
25000 1677.2 13.74 0.246
31000 2059.0 17.40 0.248
Table A.4 bus driving resistance coefficient recommended value
The maximum total design mass (GVW)
kg
Constant term
(A)
First term coefficient
(B)
Quadratic coefficient
(C)
3500 450.9 2.29 0.115
4500 481.0 2.66 0.119
5500 511.0 3.02 0.123
7000 556.1 3.57 0.129
8500 601.1 4.12 0.134
10500 661.2 4.85 0.142
12500 721.3 5.58 0.150
14500 781.4 6.32 0.158
16500 841.5 7.05 0.165
18000 886.5 7.60 0.171
22000 1006.7 9.06 0.187
25000 1096.8 10.16 0.198
Table A.5 city bus driving resistance coefficient recommended value
The maximum total design mass (GVW)
kg
Constant term
(A)
First term coefficient
(B)
Quadratic coefficient
(C)
3500 432.9 2.67 0.113
4500 473.2 2.79 0.120
5500 513.6 2.91 0.127
Table A.5 (continued)
The maximum total design mass (GVW)
kg
Constant term
(A)
First term coefficient
(B)
Quadratic coefficient
(C)
7000 574.1 3.10 0.138
8500 634.6 3.28 0.148
10500 715.2 3.53 0.162
12500 795.9 3.78 0.176
14500 876.6 4.02 0.190
16500 957.3 4.27 0.204
18000 1017.8 4.46 0.214
22000 1179.1 4.95 0.242
25000 1300.1 5.32 0.263
A.2 other driving resistance coefficient calculation
Except for the running resistance coefficient of the maximum design total mass specified in Table A.1 ~ Table A.5, other mass models can be interpolated to calculate the corresponding
A, B, C coefficient recommended value.
For example, the maximum total design mass for a model is m, between the mass of m1 and m2 in the corresponding recommended table, and the corresponding m1 and m2
Constant terms were A1 and A2, then the model of the driving resistance constant term.
A = A1
m-m1
m2-m1 ×
(A2-A1)
B, C coefficient interpolation calculation method empathy.
Appendix B
(Normative)
NEDC cycle
B.1 Scope
This appendix describes the test cycle, and gives the benchmark curve used in the condition test.
B.2 Test cycle
B.2.1 General
The test cycle consists of 4 urban recycling and 1 suburban recycling program, the theoretical test distance is 11.022km, the time is 19min
40s. Figure B.1 shows the composition of the test cycle.
Description.
① --- urban recycling;
② --- suburban cycle;
③ --- basic urban recycling.
Figure B.1 Test cycle composition
Description of the test cycle and GB 18352.5 specified in the test cycle.
B.2.2 urban recycling
The urban area cycle (see Figure B.1) consists of the four basic urban areas shown in Figure B.2 and given in Table B.1.
Note. The serial numbers in the figure are the operation serial numbers given in Table B.1.
Figure B.2 Basic urban recycling
Table B.1 Basic urban recycling
Operating sequence Operating status Operating sequence number
Acceleration
m/s2
speed
km/h
Operating time
Working conditions time
cumulative time
1 Parking 1 0.00 0 11 11 11
2 Acceleration 2 1.04 0 ~ 15 4 4 15
3 isometric 3 0.00 15 8 8 23
4 deceleration 4 -0.83 15 ~ 0 5 5 28
5 Parking 5 0.00 0 21 21 49
6 speed up
7 speed up
0.69 0 ~ 15 6
0.79 15 ~ 32 6
8 constant speed 7 0.00 32 24 24 85
9 deceleration 8 -0.81 32 ~ 0 11 11 96
10 Parking 9 0.00 0 21 21 117
11 speed up
12 speed up
13 speed up
0.69 0 ~ 15 6
0.51 15 ~ 35 11
0.46 35 ~ 50 9
14 constant speed 11 0.00 50 12 12 155
15 deceleration 12 -0.52 50 ~ 35 8 8 163
16 constant speed 13 0.00 35 15 15 178
17 Deceleration 14 -0.97 35 ~ 0 10 10 188
18 Parking 15 0.00 0 7 7 195
Table B.1 (continued)
Situation Statistics Unit Percentage of total time /%
Parking s 60 30.77
Speed up s 42 21.54
Equal speed s 59 30.26
Slow down s 34 17.44
Total time s 195 100.00
Average speed km/h 18.77 -
A basic city cycle
operating hours
s 195 -
A city circulated
operating hours
s 780 -
A basic city cycle
Theoretical driving distance
m 1017 -
A city circulated