SAE J 2572-2014 Recommended Practice for Measuring Fuel Consumption and Range of Fuel Cell and Hybrid Fuel Cell Vehicles Fueled by Compressed Gaseous Hydrogen.pdf

1、 SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising there

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3、ublication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada) Tel: +1 724-776-497

4、0 (outside USA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/www.sae.org/technical/standards/J2572_201410 SURFACE VEHICLE RECOMMENDED PRACTICE J2572 OCT2014 Issued 2006-08 Re

5、vised 2014-10 Superseding J2572 OCT2008 Recommended Practice for Measuring Fuel Consumption and Range of Fuel Cell and Hybrid Fuel Cell Vehicles Fueled by Compressed Gaseous Hydrogen RATIONALE This document is being revised to reflect advances in measurement techniques along with information gained

6、through research and development testing of hydrogen systems since the initial publication. TABLE OF CONTENTS 1. SCOPE . 1 2. REFERENCES . 2 3. DEFINITIONS . 2 4. TEST CONDITIONS AND INSTRUMENTATION . 4 5. REQUIRED DATA 7 6. DRIVING SCHEDULES 8 7. VEHICLE FUEL CONSUMPTION DETERMINATION . 9 8. VEHICL

7、E RANGE DETERMINATION 16 1. SCOPE This SAE Recommended Practice establishes uniform procedures for testing fuel cell and hybrid fuel cell electric vehicles, excluding low speed vehicles, designed primarily for operation on the public streets, roads and highways. The procedure addresses those vehicle

8、s under test using compressed hydrogen gas supplied by an off-board source or stored and supplied as a compressed gas onboard. This practice provides standard tests that will allow for determination of fuel consumption and range based on the US Federal Emission Test Procedures, using the Urban Dynam

9、ometer Driving Schedule (UDDS) and the Highway Fuel Economy Driving Schedule (HFEDS). Chassis dynamometer test procedures are specified in this document to eliminate the test-to-test variations inherent with track testing, and to adhere to standard industry practice for fuel consumption and range te

10、sting. Communication between vehicle manufacturer and the governing authority is essential when starting official manufacturer in-house and official government confirmatory testing that incorporates this practice. DRAFT SAE INTERNATIONAL J2572 Revised OCT2014 Page 2 of 16 2. REFERENCES 2.1 Applicabl

11、e Documents The following publications form a part of this specification to the extent specified herein. Unless otherwise specified, the latest issue of SAE publications shall apply. 2.1.1 SAE Publications Available from SAE International, 400 Commonwealth Drive, Warrendale, PA15096-0001, Tel: 877-6

12、06-7323 (inside USA and Canada) or 724-776-4970 (outside USA), www.sae.org. SAE J2263 Road Load Measurement Using Onboard Anemometry and Coastdown Techniques SAE J2264 Chassis Dynamometer Simulation of Road Load Using Coastdown Techniques SAE J2574 Fuel Cell Vehicle Technology 2.1.2 CFR Publications

13、 Available from the Superintendent of Documents, U.S. Government Printing Office, Mail Stop: SSOP, Washington, DC20402-9320. 40 CFR Part 86 EPA; Control of Air Pollution from New and In-Use Motor Vehicles and New and In-Use Motor Vehicle Engines; Certification and Test Procedures 40 CFR Part 600 EPA

14、 Fuel Economy of Motor Vehicles 2.1.3 United States Department of Commerce, National Institute of Standards and Technology Publication Available from NIST, 100 Bureau Drive, Stop 1070, Gaithersburg, MD20899-1070, Tel: 301-975-6478,http:/physics.nist.gov/cuu/Uncertainty/bibliography.html. NIST Techn

15、ical Note 1297, 1994 Edition, “Guidelines for Evaluating and Expressing the Uncertainty of NIST Measurement Results” 3. DEFINITIONS 3.1 CURB WEIGHT The total weight of the vehicle with all standard equipment and including batteries/capacitors, lubricants at nominal capacity, and the weight of option

16、al equipment that is expected to be installed on more than 33% of the vehicle line, but excluding the driver, passengers, and other payloads. Incomplete light-duty trucks shall have the curb weight specified by the manufacturer. 3.2 BATTERY A device that stores chemical energy and releases (or recei

17、ves) electrical energy (only chemical batteries are considered in this Recommended Practice). 3.3 PROPULSION BATTERY A device that provides electrical power that is used to propel the vehicle. DRAFT SAE INTERNATIONAL J2572 Revised OCT2014 Page 3 of 16 3.4 AUXILIARY BATTERY A battery provided separat

18、ely from the primary energy source for operating an instrument such as a vehicle control device (peripheral devices). 3.5 RATED AMPERE-HOUR CAPACITY The manufacturer-rated capacity of a battery in ampere-hours, obtained from a battery discharged at the manufacturers recommended discharge rate such t

19、hat a specified minimum cut-off terminal voltage is reached. 3.6 CAPACITOR A device that stores energy electrostatically and releases (or receives) electrical energy. High power capacitors used in hybrid vehicles are frequently called “ultracapacitors.” 3.7 CAPACITOR RATED CAPACITY The measured capa

20、city of a capacitor, expressed in farads (F). 3.8 FUEL CELL An electrochemical energy conversion device in which fuel and an oxidant react to generate electricity without any consumption, physically or chemically, of its electrodes or electrolyte. 3.9 FUEL CELL VEHICLE (FCV) A vehicle that receives

21、propulsion energy from an onboard fuel cell power system. 3.10 HYBRID FUEL CELL VEHICLE (HFCV) A vehicle that receives propulsion energy from both an onboard fuel cell power system and another energy source (only batteries and capacitors are covered in this Recommended Practice). 3.11 RECHARGEABLE E

22、NERGY STORAGE SYSTEM (RESS) A component or system of components that stores energy, for the purpose of propelling the vehicle, and for which its supply of energy is rechargeable by an on-vehicle electric motor-generator system, an off-vehicle electric energy source, or both. Examples of RESSs for HE

23、Vs include batteries, capacitors, and electro-mechanical flywheels. 3.12 REGENERATIVE BRAKING Deceleration of the vehicle caused by operating an electric motor-generator system, thereby providing charge to the battery or capacitor. 3.13 START-OF-TEST The point during a test at which the vehicle key

24、switch is first placed in the “on” position. 3.14 END-OF-TEST The point (in time and distance) at which the vehicle has been decelerated to a rest (zero velocity) condition after the appropriate test termination criteria have been met, the key switch is placed in the “off” position, and the fuel cel

25、l and propulsion battery or capacitor (if equipped) are stabilized (manufacturer automatic shutdown procedure: Hydrogen fuel flow stops and the electrical energy storage device reaches a stable condition). DRAFT SAE INTERNATIONAL J2572 Revised OCT2014 Page 4 of 16 3.15 TOTAL FUEL CAPACITY (kg) The t

26、otal mass of gaseous hydrogen contained in the fuel tank when it is filled to its nominal working pressure at a stabilized temperature of 15 C. 3.16 UNUSABLE FUEL AMOUNT (kg) The total mass of gaseous hydrogen remaining in the fuel tank at the point of Run-Out, where the pressure in the tank no long

27、er supports stable Fuel Cell System function or where the vehicle control system no longer allows fuel to be extracted. 3.17 USABLE FUEL AMOUNT (kg) The difference in mass between the Total Fuel Capacity and the Unusable Fuel Amount. 3.18 TOTAL TANK VOLUME (Liters) The total water volume, at 1 atmos

28、phere and 15 C, of the entire space within the fuel tank system that can contain high-pressure hydrogen upstream of any isolation valve or pressure regulator. 3.19 Nominal Working Pressure (NWP) The NWP is the gauge pressure that characterizes typical operation of a pressure vessel, container, or sy

29、stem. For compressed hydrogen gas containers, NWP is the container pressure, as specified by the manufacturer, at a uniform gas temperature of 15 C (59 F) and full gas content. NOTES: NWP is also called Service Pressure. 4. TEST CONDITIONS AND INSTRUMENTATION The following conditions shall apply to

30、all tests defined in this document unless otherwise stated in specific test procedures. 4.1 Condition of Vehicle 4.1.1 Vehicles shall be stabilized as determined by the manufacturer and shall have accumulated a minimum of 1600 km (1000 miles), but no more than 9978 km (6200 miles) on the Durability

31、Driving Schedule as defined in 40 CFR Part 86, Appendix IV, Section (a) or an equivalent driving schedule. Fuel conforming to specifications given in 4.7.2 shall be used for mileage accumulation. 4.1.2 Vehicles shall be tested with normal appendages (mirrors, bumpers, hub caps, etc.) for all testing

32、 For the case where an off-board fuel source is used for the test, the vehicle under test may include a connector to receive the fuel from that off-board source, as mutually agreed to with the testing agency. Certain items (e.g., hub caps) may be removed where necessary for safety on the chassis dy

33、namometer. If any appendages are removed, the fact shall be noted. 4.1.3 All accessories shall be turned off. 4.1.4 The vehicle shall be tested at loaded vehicle weight curb weight plus 136 kg (300 lb). 4.1.5 Manufacturers recommended tires shall be used. Tires shall be conditioned as recommended by

34、 the vehicle manufacturer and shall have accumulated a minimum of 100 km (62 miles) and have at least 50% of the original usable tread depth remaining. For chassis dynamometer testing, tire pressures shall be set to the manufacturer recommended pressure used to establish the Dynamometer Road Target

35、Coefficients (see SAE J2263) and shall not exceed levels necessary for safe operation. DRAFT SAE INTERNATIONAL J2572 Revised OCT2014 Page 5 of 16 4.1.6 The lubricants normally specified by the manufacturer shall be used. 4.1.7 If the vehicle has regenerative braking, the regenerative braking system

36、shall be enabled for all chassis dynamometer testing, with the exception of track coastdown testing. For dynamometer testing, if the regenerative braking level is adjustable, it shall be set according to the manufacturers specification prior to the commencement of the test. The driving schedule spee

37、d and time tolerances specified in this procedure shall not be exceeded due to the operation of the regenerative braking system. NOTE: Adjustment of the regenerative braking system may be necessary to represent the net effect of four-wheel-drive regenerative braking mode on a two-wheel-drive chassis

38、 dynamometer. 4.1.8 The FCV or HFCV shall be able to drive the UDDS and HFEDS cycles (within the required drive schedule speed and distance tolerances). 4.2 Condition of Fuel Cell Stack 4.2.1 The fuel cell stack shall have been aged with the vehicle as defined in 4.1.1, or equivalent conditioning. 4

39、3 Condition of Propulsion Battery/Capacitor 4.3.1 The propulsion battery or capacitor shall have been aged with the vehicle as defined in 4.1.1, or equivalent conditioning. 4.3.2 The vehicle shall provide a point of access such that a measurement of current readings into and out of the energy stora

40、ge device (e.g., battery, capacitor) is available. This point of access must be compatible with the DC Wideband Ampere-Hour Meter specified in this procedure. Readings from a vehicle onboard current measurement system can be used provided that 1% NIST traceability can be demonstrated. 4.4 Environmen

41、tal Conditions 4.4.1 Ambient temperature during the entire test sequence shall be within the range of 20 C to 30 C (68 F to 86 F). 4.5 Dynamometer 4.5.1 Use of an electric single roll chassis dynamometer, 1.2192 m (48 in.) in diameter, or equivalent, is required for FCV and HFCV testing. Electric dy

42、namometers shall have the capability of road load simulation at an appropriate vehicle test weight and with vehicle speeds ranging from 113 to 16 km/h (70 to 10 miles per hour). 4.5.2 The dynamometer Dynoset coefficients shall be determined using test procedure SAE J2264. 4.5.3 Four-wheel drive or a

43、ll-wheel drive vehicles, when using two independent power sources, shall be tested on a four-wheel-drive 48-inch roll chassis dynamometer, if both sets of wheels are powered. Otherwise, four-wheel or all-wheel drive vehicles may be tested in a two-wheel-drive mode of operation per 40 CFR 86.135-90 (

44、i). 4.5.4 For a two-wheel-drive chassis dynamometer, inertia weight shall be set to 1.015 times the loaded vehicle weight. The addition of the 1.5% is to account for rotating inertia not accounted for under static conditions. The value of 1.015 may not be suitable for all vehicles. If an actual or e

45、stimated value for rotating inertia is known for the particular vehicle being tested, the more accurate value should be documented and used. 4.5.5 For four-wheel or all-wheel drive vehicles tested on a four-wheel drive dynamometer, the dynamometer inertia weight shall be set to loaded vehicle weight

46、 curb weight plus136 kg (300 lb). 4.5.6 During chassis dynamometer operation, a fixed speed or proportional speed cooling fan shall be positioned so as to direct cooling air to the vehicle in a manner consistent with the accepted practices for simulating road conditions. The fixed speed fan capacity

47、 in general shall not exceed 2.5 m3/s (5300 ft3/min). The type of fan used must be noted. DRAFT SAE INTERNATIONAL J2572 Revised OCT2014 Page 6 of 16 4.5.7 If the chassis dynamometer has not been operated for a period of 2 hours immediately preceding the test, it shall be warmed up as recommended by

48、the dynamometer manufacturer. 4.6 Test Instrumentation This section provides a list of instruments, which are required to perform the tests specified in this Recommended Practice. 4.6.1 The overall accuracy goal of measuring the mass of hydrogen fuel consumed during a test cycle shall be 1.0% of rea

49、ding. See reference NIST Technical Note 1297 for “Guidelines for Evaluating and Expressing the Uncertainty of NIST Measurement Results.” Three methods for the measurement of hydrogen consumption have been reviewed and found to be acceptable (see 7.2): (1) net mass change, based on a fuel cylinders pressure, volume, and temperature; (2) net mass change, based on a weigh scale method; and (3) cumulative integrated mass, bas