ISO 23828:2008
(Main)Fuel cell road vehicles - Energy consumption measurement — Vehicles fuelled with compressed hydrogen
Fuel cell road vehicles - Energy consumption measurement — Vehicles fuelled with compressed hydrogen
ISO 23828:2008 specifies the procedures for measuring the energy consumption of fuel cell passenger cars and light duty trucks which use compressed hydrogen and which are not externally chargeable.
Véhicules routiers avec pile à combustible — Mesurage de la consommation d'énergie — Véhicules alimentés par hydrogène comprimé
General Information
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Standards Content (Sample)
INTERNATIONAL ISO
STANDARD 23828
First edition
2008-05-01
Fuel cell road vehicles — Energy
consumption measurement — Vehicles
fuelled with compressed hydrogen
Véhicules routiers avec pile à combustible — Mesurage de la
consommation d'énergie — Véhicules alimentés par hydrogène
comprimé
Reference number
ISO 23828:2008(E)
©
ISO 2008
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ISO 23828:2008(E)
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ISO 23828:2008(E)
Contents Page
Foreword. iv
Introduction . v
1 Scope . 1
2 Normative references . 1
3 Terms and definitions. 1
4 Measurement accuracy . 2
4.1 General. 2
4.2 Hydrogen measurement accuracy. 2
5 Hydrogen consumption measurement. 2
5.1 General. 2
5.2 Pressure method. 3
5.3 Gravimetric method. 3
5.4 Flow method. 3
6 Test procedure . 3
6.1 General condition . 3
6.2 Vehicle condition . 3
6.3 Chassis dynamometer conditions . 4
6.4 Fuel consumption tests. 5
6.5 Measurement over scheduled driving test.5
6.6 Correction of the test results for FCHEV. 6
7 Presentation of results. 6
Annex A (informative) Test procedure in Japan . 7
Annex B (informative) Test procedure in Europe . 13
Annex C (informative) Test procedure in the USA. 17
Annex D (normative) Pressure method. 23
Annex E (normative) Gravimetric method . 25
Annex F (normative) Flow method . 27
Annex G (informative) Current method. 28
Annex H (informative) Determination of tank surface temperature measuring points . 30
Annex I (informative) Test results of hydrogen consumption of test vehicle. 34
Annex J (normative) Allowable energy change . 36
Annex K (normative) Linear correction method using a correction coefficient for FCHEV. 37
Annex L (informative) Procedure to obtain correction coefficient for FCHEV. 38
Bibliography . 40
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ISO 23828:2008(E)
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies
(ISO member bodies). The work of preparing International Standards is normally carried out through ISO
technical committees. Each member body interested in a subject for which a technical committee has been
established has the right to be represented on that committee. International organizations, governmental and
non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the
International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization.
International Standards are drafted in accordance with the rules given in the ISO/IEC Directives, Part 2.
The main task of technical committees is to prepare International Standards. Draft International Standards
adopted by the technical committees are circulated to the member bodies for voting. Publication as an
International Standard requires approval by at least 75 % of the member bodies casting a vote.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. ISO shall not be held responsible for identifying any or all such patent rights.
ISO 23828 was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 21,
Electrically propelled road vehicles.
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ISO 23828:2008(E)
Introduction
Fuel cell vehicles (FCV) include the following types:
⎯ pure fuel cell vehicle (PFCV), in which the fuel cell system is the only on-board energy source for
propulsion and auxiliary systems;
⎯ fuel cell hybrid electric vehicle (FCHEV), in which the fuel cell system is integrated with an on-board
rechargeable energy storage system (RESS) for electric energy supply to propulsion and auxiliary
systems.
FCHEV design options include:
a) externally chargeable or non-externally chargeable;
b) rechargeable energy storage system (RESS): battery or capacitor;
c) driver-selected operating modes: if the FCHEV has no driver-selected operating mode, it has only an
FCHEV mode.
Table 1 shows the classification of FCHEV.
Table 1 — Classification of FCHEV
Chargeability Operating mode
FCHEV mode
externally chargeable
EV mode
FCHEV
FCHEV mode
non-externally chargeable
EV mode
This International Standard is applicable to PFCV and to non-externally chargeable FCHEV with FCHEV
mode only (see shaded boxes in Table 1).
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INTERNATIONAL STANDARD ISO 23828:2008(E)
Fuel cell road vehicles — Energy consumption measurement —
Vehicles fuelled with compressed hydrogen
1 Scope
This International Standard specifies the procedures for measuring the energy consumption of fuel cell
passenger cars and light duty trucks which use compressed hydrogen and which are not externally
chargeable.
Annexes A, B and C describe procedures specific to particular regions.
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.
ISO 1176, Road vehicle — Masses — Vocabulary and codes
ISO 3833, Road vehicles — Types — Terms and definitions
ISO 10521-1, Road vehicles — Road load — Part 1: Determination under reference atmospheric conditions
ISO 10521-2, Road vehicles — Road load — Part 2: Reproduction on chassis dynamometer
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO 3833 and ISO 1176 and the
following apply.
3.1
battery state of charge
battery SOC
residual capacity of battery available to be discharged
NOTE Battery state of charge is normally expressed as a percentage of full charge.
3.2
charge balance of battery
change of charge in battery during test period
NOTE Charge balance of battery is normally expressed in A·h.
3.3
electric vehicle operation mode
EV operation mode
mode of a FCHEV in which only the RESS is used for the vehicle propulsion and possibly auxiliary systems
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ISO 23828:2008(E)
3.4
fuel cell hybrid electric vehicle operation mode
FCHEV operation mode
mode of a FCHEV in which both RESS and fuel cell system are used sequentially or simultaneously for
vehicle propulsion
NOTE The fuel cell system can also charge the RESS during propulsion or standstill.
3.5
fuel cell vehicle
FCV
electric vehicle using a fuel cell power system for vehicle propulsion
NOTE A FCV can have additionally a RESS or other power sources for vehicle propulsion.
3.6
fuel cell hybrid electric vehicle
FCHEV
electric vehicle using a RESS and a fuel cell power system for vehicle propulsion
3.7
pure fuel cell vehicle
pure FCV
FCV using only a fuel cell power system for vehicle propulsion
3.8
rechargeable energy storage system
RESS
system that stores energy for delivery of electric energy and that is rechargeable
EXAMPLE Batteries, capacitors.
4 Measurement accuracy
4.1 General
Measurement accuracy shall be in accordance with national standards.
4.2 Hydrogen measurement accuracy
Test apparatus shall assure the accuracy of measurement of ± 1 % for the total mass of hydrogen
consumption during the test cycle, unless otherwise specified in the relevant annexes.
5 Hydrogen consumption measurement
5.1 General
Various methods for the measurement of hydrogen consumption have been developed which reflect the
current state of studies in the field. Hydrogen consumption shall be measured using one of the following:
⎯ pressure method;
⎯ gravimetric method;
⎯ flow method.
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ISO 23828:2008(E)
These three methods, which are described in detail in Annexes D, E and F, have been shown to give
sufficiently equivalent results. Other methods may also become applicable if they show comparable
equivalence and reliability.
5.2 Pressure method
Hydrogen consumption is determined by measuring the pressure and temperature of gas in the high-pressure
hydrogen tank, before and after the test. A tank with known internal volume that allows measurement of gas
pressure and temperature shall be used for the test.
5.3 Gravimetric method
Hydrogen consumption is calculated by measuring the weight of the high-pressure hydrogen tank before and
after the test. The tank used for the test shall be suitable for measuring weight.
5.4 Flow method
The amount of hydrogen supplied to and consumed by a vehicle is measured by a flow meter.
6 Test procedure
6.1 General condition
The test shall be conducted after preparation of the vehicle and test apparatus as described in this clause.
6.2 Vehicle condition
6.2.1 General
The vehicle shall be clean, and the windows and air entries that are not needed for the correct operation of the
vehicle and the drive system shall be closed by the normal operating controls.
The lighting, signalling and auxiliary devices shall be turned off, except those required for testing and for usual
day-time operation of the vehicle.
6.2.2 Vehicle stabilization
Prior to testing, the test vehicle shall be stabilized; this includes vehicle mileage accumulation in accordance
with a manufacturer-determined distance, unless otherwise specified in Annex A, B or C (as appropriate).
6.2.3 Vehicle appendages
Vehicles shall be tested with normal appendages (mirrors, bumpers, etc.). Where necessary, certain items
(e.g. hub caps) may be removed for safety on the dynamometer.
6.2.4 Vehicle test mass
The vehicle test mass shall be selected in accordance with Annex A, B, or C.
6.2.5 Tyres
6.2.5.1 General
Tyres recommended by the vehicle manufacturer shall be used.
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ISO 23828:2008(E)
6.2.5.2 Tyre pressure
When the vehicle tyres are at ambient temperature, they shall be inflated to the pressure specified by the
vehicle manufacturer for the chosen test (track or chassis dynamometer).
6.2.5.3 Tyre conditioning
Tyres shall be conditioned as recommended by the vehicle manufacturer. See Annex A, B, or C for additional
requirements.
6.2.6 Lubricants
The vehicle lubricants specified by the manufacturer shall be used.
6.2.7 Gear shifting
If the vehicle is fitted with a manually shifted gear box, gear shifting positions shall correspond to the test
procedures described in Annexes A, B and C. However, the shift positions may be selected and determined
previously in accordance with the vehicle characteristics.
6.2.8 Regenerative braking
If the vehicle has regenerative braking, the regenerative braking system shall be enabled for all dynamometer
testing. If a vehicle is equipped with an antilock braking system (ABS) or a traction control system (TCS) and
is tested on a single-roll dynamometer, these systems may inadvertently interpret the non-movement of the
set of wheels that are off the dynamometer as a malfunctioning system. If so, modifications to these systems
shall be made to achieve normal operation of the remaining vehicle systems, including the regenerative
braking system.
6.2.9 RESS stabilization
The RESS shall have been stabilized with the vehicle, as defined in 6.2.2, or by equivalent conditioning.
6.3 Chassis dynamometer conditions
6.3.1 General
The vehicle generally should be tested on a single-roll chassis dynamometer. A four-wheel-drive vehicle shall
be tested by modifying the drive train of the vehicle. When the vehicle is modified, the details shall be
explained in the test report.
A four-wheel-drive dynamometer test may be performed when a modification for a single-roll dynamometer
test is not possible for a specific four-wheel-drive vehicle.
6.3.2 Dynamometer calibration
The dynamometer shall be calibrated as specified by the vehicle manufacturer, or in accordance with the
specifications indicated in the service manual provided by the dynamometer manufacturer.
6.3.3 Dynamometer warm-up
The dynamometer shall be warmed up sufficiently prior to the testing.
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ISO 23828:2008(E)
6.3.4 Determining the dynamometer load coefficient
The determination of vehicle road load under reference atmospheric conditions shall conform to ISO 10521-1,
and the reproduction on a chassis dynamometer shall conform to ISO 10521-2 or national standards. Vehicles
equipped with regenerative braking systems that are activated at least in part when the brake pedal is not
depressed shall have regenerative braking disabled during the deceleration portion of coast-down testing on
both the test track and dynamometer.
6.4 Fuel consumption tests
6.4.1 General
Depending on the region concerned, the appropriate procedure shall be followed from Annex A, B, or C.
Details and common procedures for each test mode are described below.
6.4.2 Vehicle preconditioning
Vehicle preconditioning shall be carried out in accordance with the annex appropriate for the region. In the
case of FCHEV, the RESS state of charge may be pre-adjusted by charging or discharging, to obtain a
suitable energy difference in RESS between the start and the end of test.
6.4.3 Vehicle soak
The vehicle shall be soaked in accordance with the appropriate regional procedure prescribed in Annex A, B,
or C.
6.5 Measurement over scheduled driving test
For the measurement of hydrogen consumption, the test vehicle shall be driven on the chassis dynamometer
in accordance with the running mode prescribed for the region (see Annex A, B, or C, as appropriate). The
hydrogen consumption can be measured by one of the methods described in Annex D, E, or F, or by an
alternative method that provides equivalent accuracy.
The hydrogen consumption is determined by means of one of the following equations:
22,414
−3
−3 w××10
b ×10
m
t0
C== (1)
F1
L L
m
−3
b××10
−3 t0
w ×10
22,414
C== (2)
F2
L L
22,414
−3
−3wQ××10×
H
bQ××10
m
t0H
C== (3)
F3
L L
where
3
C is the hydrogen consumption per unit distance, in m /km, referred to volume at normal conditions
F1
(273 K; 101,3 kPa);
C is the hydrogen consumption per unit distance, in kg/km, referred to weight;
F2
C is the hydrogen consumption per unit distance, in MJ/km, referred to caloric value;
F3
L is the distance, in km;
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ISO 23828:2008(E)
b is the hydrogen consumption at normal conditions (273 K, 101,3 kPa);
t0
w is the hydrogen consumption, in g;
m is the molecular weight of hydrogen (2,016);
3
Q is the lower calorific value of hydrogen (10,8 MJ/Nm ).
H
6.6 Correction of the test results for FCHEV
6.6.1 General
After the FCHEV has been tested, the hydrogen consumption shall be corrected if the energy difference in the
RESS between the start and the end of test is above the limit described in 6.6.2.
6.6.2 Allowable limit for RESS energy change for FCHEV
The allowable limit for RESS energy change is
||∆ E u0,01× E (4)
RESS CF
where
∆E is the energy change in RESS over the test cycle;
RESS
E is the energy of consumed fuel over the test cycle.
CF
Further details are described in Annex J.
6.6.3 Correction procedure using a correction coefficient
The hydrogen consumption at ∆E = 0 shall be calculated by using a correction coefficient to be provided
RESS
by the vehicle manufacturer. Details on the acquisition and the application of the correction coefficient are
given in Annex K.
NOTE Annex L gives recommendations on the data collecting procedure to obtain the correction coefficient.
7 Presentation of results
Test results should be recorded in accordance with Annex I. The fourth significant digit should be rounded off
to provide the hydrogen consumption rate to three significant digits.
Other data should be recorded as required by the regional regulations.
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ISO 23828:2008(E)
Annex A
(informative)
Test procedure in Japan
A.1 General
This annex describes the typical procedures and related conditions in Japan for measuring the fuel
consumption of passenger cars and light duty trucks, as defined in Japanese regulations.
A.2 Accuracy for determining vehicle road load and others
When determining road load, the accuracy shall conform to ISO 10521-1 and ISO 10521-2.
A.3 Driving procedure
A.3.1 General
The gear manipulation in each operational condition specified in Tables A.1 and A.2 shall be performed
smoothly and quickly in accordance with the instructions in this clause.
A.3.2 Vehicles with manual transmission
A.3.2.1 The idling operation refers to a condition in which the accelerator pedal is not depressed, with the
transmission gear in neutral.
A.3.2.2 The transmission gear shall be shifted to the low gear position (or such a gear in instances where
the “low” gear position should read otherwise in Tables A.1 and A.2) 5 s before the idling operation mode is
switched to the acceleration mode.
A.3.2.3 For deceleration, the clutch shall be disengaged at a speed of 10 km/h during the deceleration
operation from 20 km/h to 0 km/h, and at a speed of 20 km/h during the deceleration operation from 40 km/h
to 0 km/h, as specified in Tables A.1 and A.2. In the same way, the clutch shall be disengaged at a speed of
30 km/h during the deceleration operation from 70 km/h to 0 km/h, as specified in Table A.2.
A.3.2.4 On vehicles with a 6-speed transmission in which it is not possible to drive by operating the shift
lever in respective gear positions as specified in Table A.2 because of the running performance of the vehicle,
driving may be carried out in accordance with the example of the 5-speed transmission specified in Table A.2.
A.3.2.5 If the revolutions of the motor of the test vehicle exceed the revolution speed at which the motor
delivers its maximum output during the operation of the test vehicle, the gear position that is one step higher
than the original gear may be used. In this case, the vehicle speed at which the gearshift takes place shall be
the vehicle speed corresponding to the revolution speed at which the motor delivers its maximum output.
A.3.3 Vehicle with automatic transmission
The selector position shall remain in drive position. No further manipulation shall be made.
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ISO 23828:2008(E)
A.3.4 Vehicles with other transmissions
Gear changes shall be made taking into consideration the running characteristics of the tested vehicle with
transmissions other than those described in A.3.2 and A.3.3.
A.4 Vehicle test mass
The test vehicle mass shall be obtained when two persons (each of an assumed mass of 55 kg) or a mass of
110 kg are loaded on the test vehicle, under the “unloaded state” prescribed in the Safety Regulations for
Road Vehicles, Ministry of Transportation Ordinance No. 67, 1951, Article 1, paragraph 1, item (3).
A.5 Tyre conditioning
Tyres shall be conditioned as recommended by the vehicle manufacturer, shall have accumulated a minimum
of 100 km (62 miles) and shall have at least 50 % of the original usable tread depth remaining.
A.6 Dynamometer inertia setting
The equivalent inertia mass set for the chassis dynamometer shall be the standard value of equivalent inertia
mass specified in the right column of Table A.3, corresponding to the vehicle test mass specified in the left
column of Table A.3.
However, if the specified equivalent inertia mass is not available on the chassis dynamometer being used, the
equivalent inertia mass of within +10 % of the specified standard value may be used.
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ISO 23828:2008(E)
Table A.1 — Operation conditions, vehicle speed, acceleration/deceleration of 10 mode
Duration Acceleration
Mode Operation Vehicle Cumulative
of Standard gear positions or
no. conditions speed time
operation deceleration
(3+OD)-
3-speed 4-speed 5-speed
2
km/h s s speed m/s
transmission transmission transmission
transmission
1 idling — 20 20 — — — — —
a a
(0-15) Low (0-15) Low
a a
2 acceleration 0-20 7 27 (0-20) Low (0-20) Low 0,78
a a
(15-20) 2nd (15-20) 2nd
constant
3 20 15 42 2nd 2nd 2nd 2nd —
speed
4 deceleration 20-0 7 49 2nd 2nd 2nd 2nd 0,78
5 idling — 16 65 — — — — —
a a
(0-15) Low (0-15) Low
a a
(0-20) Low (0-20) Low
a a
6 acceleration 0-40 14 79 (15-30) 2nd (15-30) 2nd 0,78
a a
(20-40) 2nd (20-40) 2nd
a a
(30-40) 3rd (30-40) 3rd
constant
7 40 15 94 Top 3rd Top 4th —
speed
8 deceleration 40-20 10 104 Top 3rd Top 4th 0,59
constant
9 20 2 106 Top-2nd 3rd-2nd Top-3rd 4th-3rd —
speed
10 acceleration 20-40 12 118 2nd 2nd 3rd 3rd 0,49
40-20 10 128 Top 3rd Top 4th 0,59
11 deceleration
20-0 7 135 Top 3rd Top 4th 0,78
a
Figures in brackets represent vehicle speeds for respective gear positions.
Key
Y vehicle speed (km/h)
X time (s)
Figure A.1 — 10 Mode, vehicle speed versus time
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ISO 23828:2008(E)
Table A.2 — Operation conditions, vehicle speed, acceleration/deceleration of 15 mode
Duration Acceleration
Mode Operation Vehicle Cumulative
of Standard gear positions or
no. conditions speed time
operation deceleration
3-speed (3+OD)-speed 4-speed 5-speed 6-speed
2
km/h s s (m/s )
transmission transmission transmission transmission transmission
1 idling — 65 65 — — — — — —
a a a a a
(0-20) Low (0-20) Low (0-15) Low (0-15) Low (0-15) Low
a a a a a
2 acceleration 0-50 18 83 0,78
(20-40) 2nd (20-40) 2nd (15-35) 2nd (15-35) 2nd (15-35) 2nd
a a a a a
(40-50) Top (40-50) 3rd (35-50) 3rd (35-50) 3rd (35-50) 3rd
constant
3 50 12 95 Top 3rd Top 4th 4th —
speed
4 deceleration 50-40 4 99 Top 3rd Top 4th 4th 0,69
constant
5 40 4 103 Top 3rd 3rd 3rd 3rd —
speed
a
(40-50) 3rd
6 acceleration 40-60 16 119 Top 3rd 3rd 3rd 0,39
a
(50-60) 4th
constant
7 60 10 129 Top 3rd Top 4th 5th —
speed
8 acceleration 60-70 11 140 Top 3rd Top 4th 5th 0,29
constant
9 70 10 150 Top OD Top Top Top —
speed
10 deceleration 70-50 10 160 Top OD Top Top Top 0,59
constant
11 50 4 164 Top 3rd Top 4th 5th —
speed
12 acceleration 50-70 22 186 Top 3rd Top 4th 5th 0,29
constant
13 70 5 191 Top OD Top Top Top —
speed
70-30 20 211 Top OD Top Top Top 0,59
14 deceleration
30-0 10 221 — — — — — 0,88
15 idling — 10 231 — — — — — —
a
Figures in brackets represent vehicle speeds for respective gear positions.
Key
X time, s
Y vehicle speed, km/h
Figure A.2 — 15 Mode, vehicle speed versus time
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ISO 23828:2008(E)
Table A.3 — Standard value of equivalent inertia mass versus test vehicle mass
Test vehicle mass Standard value of equivalent inertia mass
m I
V
kg kg
m u 562 500
V
562 < m u 687 625
V
687 < m u 812 750
V
812 < m u 937 875
V
937 < m u 1 125 1 000
V
1 125 < m u 1 375 1 250
V
1 375 < m u 1 625 1 500
V
1 625 < m u 1 875 1 750
V
1 875 < m u 2 125 2 000
V
2 125 < m u 2 375 2 250
V
2 375 < m u 2 625 2 500
V
2 625 < m u 2 875 2 750
V
2 875 < m u 3 250 3 000
V
continues in increments of 500 kg continues in increments of 500 kg
A.7 Test procedure
A.7.1 Preconditioning for vehicle
The test vehicle shall be placed on the chassis dynamometer and warmed up continuously for about 20 min at
a constant speed of 60 ± 2 km/h. The vehicle shall then be further warmed up with 15 mode operation (as
shown in Table A.2) performed once.
A.7.2 Operating cycle
After the preconditioning, the operating cycle shall start with the idling operation for 24 s, then 10 mode
operation (as shown in Table A.1) shall be repeated 3 times consecutively, and 15 mode operation (as shown
in Table A.2) shall be performed once.
A.7.3 Tolerance of vehicle speed and time
The test vehicle shall be operated within a range of ±2 km/h of the specified speed, and within a range of ±1 s
of the specified time, during the operations specified in Tables A.1 and A.2. The tolerable range is shown in
the area marked in Figure A.3.
If the testing time deviates from the tolerance, but the deviation time is less than 1 s at the time of gear shift
and transition of operation mode, the test result is acceptable.
For those vehicles that cannot
...
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