C. Battery Capacity Test

Discharge Discharge rate: Discharge time: kWh out: Amp-hour out: Manufacturers rating: Difference: Recharge Charging time: AC input: Charger DC output: System efficiency: 5 hours 16 minutes 27.22 kWh 19.87 kWh 58.58 Ah 73.0%
20.0 A (C/3) 2 hours 59 minutes 16.86 kWh DC 58.84 Ah 60 Ah at C/3 -1.93%
D. Range Tests D1. Urban Range Tests Table 3-2. Urban Range Test Results* Tests Range at Stop Condition (mi.) Total Miles Driven Driving Conditions Payload (lb) Average Amb. Temp. F Average Speed (mph) Recharge AC kWh Recharge AC kWh/mi.

*Average of two tests.

UR1 49.9 50.85 34.0 24.99 0.493
UR2 40.8 41.90 24.6 23.43 0.566
UR3 41.6 42.95 24.1 23.34 0.554
UR4 36.4 37.78 24.7 22.06 0.595

UR1: UR2: UR3: UR4:

Pomona loop range test with minimum payload Pomona loop range test with minimum payload and auxiliary loads Pomona loop range test with maximum payload Pomona loop range test with maximum payload and auxiliary loads

Payload (lb) Max mum 50

UR4 UR3

Wi Aux. loads

Without Aux. loads

M ni um 80

nge ( i)
Figure 3-1. 1999 RAV4 EV Urban Range Envelope

Temperature (

90 100

Time (min)

Center Vent Temperature Cabin Temperature
Figure 3-2. Cabin and center vent temperature recorded with A/C on during a UR4 test.
Note: Average ambient temperature during test was 79.2o F.
D2. Freeway Range Tests Table 3-3. Freeway Range Test Results* Tests Range at Stop Condition (mi.) Total Miles Driven Driving Conditions Payload (lb) Average Amb. Temp. F Average Speed (mph) Recharge AC kWh Recharge AC kWh/mi.
FW1 57.2 57.83 36.8 23.51 0.408
FW2 48.1 48.102 45.0 24.82 0.509
FW3 51.1 51.98 42.0 23.51 0.457
FW4 42.6 43.87 38.7 22.73 0.526

FW1: FW2: FW3: FW4:

Freeway loop range test with minimum payload Freeway loop range test with minimum payload and auxiliary loads Freeway loop range test with maximum payload Freeway loop range test with maximum payload and auxiliary loads
Payload (lb) FW4 Maximum 850 With Aux. loads Minimum 180 FW3 Without Aux. loads
Range 42.6 48.1 51.1 57.2 (mi)
Figure 3-3. Freeway Range Envelope

Center Vent Temperature Cabin Temperature 70
Figure 3-4. Cabin and center vent temperature recorded with A/C on during a FW4 test.
E. State of Charge (SOC) Meter Evaluation Note: The SOC referred to in the following results and discussions corresponds to the amount of charge available to the user. This user SOC ranges from 0% to 100% and correlates roughly to 9% to 100% of the packs actual SOC. E1. Driving State of Charge (SOC) Meter Evaluation

Miles Driven

B att. Life light on 30
Vehicle Meter (14=F, 0=E)
Figure 3-5. State of charge meter readings as a function of miles driven. Meter numbers are shown in Figure 3-6 below.
Figure 3-6. 1997 S-10 EV State-of-Charge gage Note: The numbers on the SOC scale were added to this figure.
E2. Charging State of Charge Meter Evaluation
Vehicle Meter (0=E, 14=F)

0.1.2.3.4.5

Time (hours)
Figure 3-7. SOC meter readings at 15-minute intervals while the vehicle was recharging.

Range (miles)

0.1.2.3.4.5 5

Charging Time (hours)

Figure 3-8. Driving range per charging time, UR1. Note: This figure was calculated using results from the driving and charging SOC meter evaluation.
F. Acceleration, Braking and Maximum Speed Tests
Table 3-4. Acceleration, Braking, and Maximum Speed Summary of Results1
User State of Charge 0 to 30 mph (sec.) 30 to 55 mph (sec.) 0 to 60 mph (sec.) Max Speed (mph) Braking (25-0 mph) (ft.)
100% SOC 80% SOC 60% SOC 40% SOC 20% SOC 4.35 7.92 12.84 70.5 * 4.35 8.14 12.66 * * 4.42 8.39 13.21 * 39.41 4.54 8.94 14.36 * * 4.56 10.04 14.80 71.0 *
Average values (average ambient temperature: 670 F). (180 lb Payload) * Not tested

Speed 18 Distance 20

Time (s)
Figure 3-9. S-10 Electric performance testing plot at 100% SOC. Note: Performance testing was performed with a Vericom VC2000PC computer, except acceleration tests from 30 to 55 mph, which were done with a stopwatch.

Distance Traveled (ft)

Speed (MPH)
G. Charger Performance / Profile Test
G1. Charger Performance / Profile Test at EV Tech Center
Table 3-5. Charger Profile Data Measured Value Voltage Current Real Power Reactive Power Apparent Power Total Power Factor Displacement Power Factor Voltage THD Current THD Current TDD Total Charging Time Total Energy Consumption Time Observed on Stand-by Energy Consumption Average Power
228.7 Vrms 31.05 Arms 7.048 kW 788.1 VAR 7.102 kVA 0.99 PF 0.99 dPF 2.20% 4.10% 4.10% 4 hours, 36 minutes 23.58 AC kWh 24 hours 0.532 kWh 22.17 W
Note: Refer to Appendix H page 56, for BMI Power Profiler graphical data Data was recorded after the first UR2 test at a starting ambient temperature of 84.5o F.

Figure 4-2. S-10 bed loaded with 550 lb.
B. Battery Capacity Test The battery pack of the S-10 Electric consists of 26 Panasonic valve regulated lead-acid 12-V batteries. These batteries are rated at a normal capacity of 60 Ah, and a specific energy of 35 Wh/kg. To meet SCE test procedure standards (see Appendix K, page 74), the capacity test was done at a C/3 discharge rate. Therefore, a 20 A discharge was applied to the battery pack. Ideally, at this discharge rate, and considering the manufacturers rating of 60 Ah, a complete capacity test would take three hours. As seen from the results section on page 3, the capacity took 2 hours and 59 minutes to complete. The results obtained from this capacity test indicate that the pack was in good condition. The discharge was stopped when the battery pack control module (BPCM) opened the pack disconnect. At the start of the test, the pack voltage was 346 V, and at the end of the test, it was 286 V, 11 V per module.
C. Range Tests To perform range tests on the S-10 Electric, the driving was done in a manner that was safe and compatible with the flow of traffic at or below the posted speed limits. As the Electric Vehicle Test Procedure indicates, the range tests were repeated until the range result was within 5.0% of the previous result. To accomplish this, it was only necessary to perform twice each of the eight different range tests, except the UR2 and UR4 tests which had to be done three times. However, the average of only the closest two values was reported in Tables 3-2 and 3-3 on pages 4 and 5 respectively. To be consistent with all range tests, the end of the range tests was determined when the vehicles SOC meter reached the middle of the red area and the battery life light in the instrument panel illuminated. Upon returning to the EV Tech Center for battery recharging, the percent SOC displayed on the charger was 5% on average. Acceleration and braking of these vehicles seemed responsive at all times. The S-10 never had trouble keeping up with the flow of traffic during the range tests. However, acceleration was slower when the range tests were conducted at maximum payload, as would be expected.
C1. Urban Range Tests To test the S-10 Electric in a city driving environment, it was driven on the Urban Pomona Loop to its maximum range as defined above (see Appendix J, page 72, for a map of the Urban Pomona Loop). The maximum speed of the S-10 Electric varied between 30 and 50 mph according to street posted speed limits. The vehicle was driven and charged only once per day, and at least two loops were completed for each of the four urban drive scenarios, except in the case of the UR4 tests. During the UR4 range tests, the energy of the vehicles was not enough to complete two loops. Therefore, one complete loop was accomplished during this range test, and driving continued until the SOC dropped to the desired level. As seen from the range envelope (Figure 3-1, page 4), variations in payload and auxiliary loads (air conditioning and headlights) clearly affected the range of the S-10 Electric. The highest range obtained from urban driving (49.9 miles) is from the average of range tests conducted at minimum payload and no auxiliary loads. Auxiliary loads usage with the vehicle unloaded (driver only) reduced the range by 18.24%. Maximum payload reduced the range by 16.23%. The combined load reduced the range by 27.05%. Energy consumption was similar for most of the recharging cycles since the end of test condition was always the same (middle of the red area). The average energy supplied during charging after urban range testing was 23.46 AC kWh. Air conditioning temperatures were measured from the A/C outlet air from the center cabin vent. The biggest temperature decrease observed during most drives occurred within the first 15 minutes of driving. It was also observed that during hot days, as in the case of the third UR2 test, the air conditioning works harder and makes more noise. The UR2 range tests averaged a minimum of 51.2 oF, while the average minimum during the UR4 tests was 45.9 oF. During the second UR4 test, a thermocouple temperature logger was used to continuously record the temperature of the air-conditioned outlet air from the center cabin vent and the cabin ambient temperature at mid-cabin chest level. As seen from Figure 3-2, page 5, the cabin and center cabin vent temperatures reached stability 10 minutes into the test, and continued dropping slightly until the end of the test. The thermocouple temperature

logger was set to take readings every minute, and it recorded an average temperature of 51.6 oF at the center cabin vent, and 61.6 oF at mid-cabin chest level.
C2. Freeway Range Test Traffic conditions were good for all range tests, and the speed was kept as close to 65 mph as traffic would allow. The recorded range included urban driving of approximately 4 miles to access the freeway and mile each loop to transition between freeways (see Appendix J, page 72, for a map of the Freeway Pomona Loop). As with the urban range tests, variations in payload and auxiliary loads played a major role in the range obtained. The highest range obtained from freeway driving (57.2 miles) was from the range tests at minimum payload and without auxiliary loads (average of FW1 tests). This range also represents the highest obtained from all of the eight range tests scenarios. Results from indicate that auxiliary loads usage with the vehicle unloaded (driver only) reduced the range by 15.9%. Maximum payload reduced the range by 10.7%. When the vehicle was driven with both auxiliary loads and maximum payload, the range decreased by 25.5%. Energy consumption after freeway range testing was also similar for most of the tests. The average energy supplied was 23.64 AC kWh. As seen from Tables 3-2 and 3-3, pages 4 and 5 respectively, the energy supplied to the vehicle during recharge shows that the S-10 consumes similar energy under different driving conditions. Air conditioner temperature as measured with a thermometer averaged a minimum of 61.3 oF during the FW2 tests, while the average minimum during the FW4 tests was 52.2
F. The plot of the temperatures recorded with the thermocouple temperature logger is
shown on Figure 3-4, page 6. Unlike the urban range tests, the temperatures recorded during a FW4 test, show no constant decrease, instead, the temperatures staid relatively constant and increased slightly towards the end of the test. However, the smallest drop was observed during the first 10 minutes as in the case of the UR4 test. The average temperature recorded with the thermocouple temperature logger at the center cabin vent was 59.1 oF, and at mid-cabin chest level, the average was 71.2 oF.
D. State of Charge Meter Evaluation The SOC meter (Figure 3-6, page 7) is located on the right hand side of the instrument panel. This meter gives an estimate of the traction batterys state of charge whenever the vehicle is on. A traction battery voltmeter is also included on the right hand side of the SOC meter, as shown in Figure 4-3 below. It gives an approximation of the actual voltage of the traction battery. As in the 1998 S-10 Electric model, the SOC meter consists of seven major lines with half lines in between. The SOC meter contains a red zone at the left end occupying the area from E (Empty) to the first major line. For practical convenience, Figure 3-6 was marked with numbers starting from 0 at E, and ending with 14 at F (Full). A warning light supplements the gauge when the SOC indicator drops to the middle of the red area. This point represents 5% user SOC as indicated by the charger display.

Braking distance tests were also conducted with the VC2000PC performance-testing computer from 25 to 0 mph. Eight runs were done for the braking distance test, four in each direction. The average braking distance was 39.41 feet with no skidding noticed. Turning radius was also tested and the average of two measurements was 42.68 feet.
F. Charger Performance / Profile Test Charging of the S-10 Electric was done with a standard off-board 6.6 kW Magne Charge Inductive charger, see Figure 4-4 below. Charging from 5% to 100% SOC took from 4.5 to 5 hours on most of the recharging cycles. However, charging would occasionally continue on low power for more than 2 hours as in the case of the 1st FW1 and 1st UR4 tests. On these two tests, charging time could be affected by the vehicles thermal control system, which monitors the temperature of the batteries to provide cooling to the battery pack. The SOC of the vehicle during the charging profile test was obtained from the charger display at intervals of 5 minutes.
Figure 4-4. Charger testing with off-board 6.6 kW inductive charger.
F1. Charger Performance at the EV Tech Center As shown in Table 3-5, page 10, the instantaneous peak power recorded using the BMI Power Profiler was 7.048 kW, with a current of 31.05 A rms, and a voltage of 228.7 V rms. Both the power and displacement power factors were 0.99. The voltage total harmonic distortion (THD) was 2.20%, the current total harmonic distortion (THD) was 4.10%, and the current total demand distortion (TDD) was 4.10%. Charging of the S-10 during this particular test took 4 hours and 36 minutes from 5% to 100% user SOC and consumed 23.58 AC kWh. The vehicle was monitored for a period of 24 hours after reaching full charge. During this 24-hour period, the vehicle consumed an average 22.17 W and 0.532 kWh.
Figure 4-5. BMI Power Profiler.
F2. Charger Performance Test at Residence The same Magne Charge inductive charger unit was used to perform the residential charging test. The vehicle was discharged to the same level as done for the range tests in
order to collect full charge data using the BMI power profiler. The results obtained from this test are very similar to those obtained at the EV Tech Center. As shown in Table 3-6 on page 11, the peak power was 6.986 kW, 0.26 kW below the EV Tech Center readings. The measurements also indicate that the current was 30.79 A rms, and the voltage was 228.6 V rms. The power factor was 0.99, and the displacement power factor was also 0.99. The voltage total harmonic distortion (THD) was 2.0%, and the current total demand distortion (TDD) was 4.1%. The total energy consumption was only 0.32 kWh lower than at the EV Tech Center (23.58 kWh), and the time required to completely charge was 4 hours and 50 minutes. All values obtained are well within the limits set by the Infrastructure Working Council (IWC), and the Institute of Electrical and Electronics Engineering (IEEE) 519-1992 standard (Refer to the EV test Procedures for these values).

Amb Temp A/C temp A/C>10 min 94 F 80.1 F 52.9 F 91 F -3 F 53.8 F -26.3 F Min. A/C 51.1 F
State of Charge Notes / Deviations / Traffic / Weather / Performance Veh meter Range meter Mile 41.1; Battery life light illuminated 0 Mile 41.9; End of drive
Serial No. Charger 1378520 EVC-10 CHARGING Date Time Start 10/07/1999 15:43 Stop 10/07/1999 20:30 Net 4:47 Comments:
AC meter# BMI # 624 NA AC kWh in BMI kWh in DC kWh in 416 NA NA 420 NA NA 23.48

Amb temp 90.0 F

Date 10/19/1999 Road Cond Dry DRIVING Start Stop Net Distance Miles 0.0 4.3 11.0 16.5 21.7 27.0 31.8 34.6 37.4 40.0 41.7 46.3 48.7 50.7 Vehicle 23631 Tire Press 51 psi Time 13:06 14:19 1:13 VIN last Payload 850 Odom 6635.7 6686.% SOC 100% 6% 94% DC Ah NA NA DC kWh NA NA Test FW3 Driver Mendoza Data File/Project Performance Charact. Volts -50
Amb Temp A/C temp A/C>10 min 101 F 98 F -3 F Min. A/C
Mile 42.0; Exit Freeway 10-East at Mountain Ave., and re-enter Freeway 10-West Mile 45.2; Exit Freeway 10-West at Indian Hill Ave. Mile 50.7; Battery life light illuminated Mile 51.1; End of drive
Serial No. Charger 1378520 EVC-10 CHARGING Date Time Start 10/19/1999 14:20 Stop 10/19/1999 19:02 Net 4:42 Comments:
AC meter# BMI # 624 NA AC kWh in BMI kWh in DC kWh in 462 NA NA 486 NA NA 23.5

Amb temp 93.0 F

Date 10/20/1999 Road Cond Dry DRIVING Start Stop Net Distance Miles 0.0 3.5 6.0 12.5 19.5 24.8 28.8 34.5 37.2 39.5 42.3 46.5 49.2 51.4 Vehicle 23631 Tire Press 51 psi Time 13:16 14:30 1:14 VIN last Payload 850 Odom 6686.7 6738.5 51.8 % SOC 100% 6% 94% DC Ah NA NA DC kWh NA NA Test FW3 Driver Mendoza Data File/Project Performance Charact. Volts -50
Amb Temp A/C temp A/C>10 min 95 F 98 F 3F Min. A/C
Mile 42.2; Exit Freeway 10-East at Mountain Ave., and re-enter Freeway 10-West Mile 45.2; Exit Freeway 10-West at Indian Hill Ave. Mile 51.4; Battery life light illuminated Mile 51.8; End of drive
Serial No. Charger 1378520 EVC-10 CHARGING Date Time Start 10/20/1999 14:35 Stop 10/20/1999 19:16 Net 4:41 Comments:
AC meter# BMI # 624 NA AC kWh in BMI kWh in DC kWh in 486 NA NA 510 NA NA 23.52

CHARGER PERFORMANCE/CHARGING PROFILE TEST 1. AC Input Data Use the BMI Power Profiler to record the following on the AC (input) side of the charger for the duration of the charge at the EV Tech Center: Real, reactive, and apparent power Energy consumption True and displacement power factors Voltage and current total harmonic distortion Current total demand distortion Voltage, current, and frequency Ambient temperature and humidity
2. Charging Profile Use the ABB Recording kWh Meter recording at one-minute intervals to collect AC demand and energy data. 3. Charging at a Residential Setting While standard power quality measurements are made at SCEs EV Tech Center, it is useful to know what the effects of the charger are in a real world setting, as the type of service can affect results. In order to observe the power quality of the charger through a typical residential service; charge the vehicle at a designated residence. Use the BMI Power Profiler to record energy and power quality characteristics. Use the portable ABB Recording kWh Meter to collect AC demand and energy data. 4. Charger Energy Efficiency If the output side of the charger is accessible, use the SmartGuard Control Center to record Voltage, current, power, and energy data. Use the results to determine the charger energy efficiency. 5. Audible Noise Levels Use a sound level meter to measure charger noise intensity at maximum power from a distance of one meter. 6. Operation and Ergonomics Observe these aspects of the chargers operation: Charging algorithm Battery monitoring End point determination Protective features Examine the users interface with the charger: Switches, indicators, displays Dimensions, weight Connector types Ease of use I. STAND-BY ENERGY CONSUMPTION TESTS ("HOTEL" LOADS) 1. Vehicle on Charger After recharging the battery pack to 100% SOC, record the amount of AC kWh drawn by the charger and the DC kWh being delivered to the batteries for a 24 hour period.
2. Vehicle off Charger After completing the preceding test, disconnect AC Power supply from the charger and record the amount of DC kWh consumed by the vehicle for a 24hour period. J. TRANSFER THE VEHICLE Once the vehicle has undergone a full performance test, it must be transferred to the Transportation Services Department in order to place it in its intended service. If the vehicle is on loan it must be returned to the owning organization.

At a starting battery temperature of 23o 2o C, perform groups of three constant current discharge cycles at each of C3/3, C2/2, C1/1, and C3/3 Amperes. At the end of each test, record the following data: open circuit pack voltage (at least 30 minutes after the end of discharge), ambient temperature, average pack temperature, the Voltage difference at the stop condition, the lowest module at the stop condition, DC Ah out, and DC kWh out. Repeat until the C3/3 capacity is stable with three consecutive discharges within 2%. Charge the vehicle with the vehicles charger, and record the AC kWh input to the charger and the DC kWh used to return the pack to a fully charged state. Divide the DC kWh returned by the DC kWh out to determine the percent overcharge. Construct a Peukert Curve a plot of the logarithm of the discharge rate versus the logarithm of the discharge time to a specified end-of-discharge voltage (Figure 3-1). The curve shows the effect of discharge rate on capacity and can be used to determine the battery capacity at a specific rate.
2 1.8 Log Discharge Rate (Amperes) 1.6 1.4 1.0.8 0.6 0.4 0.-0.3 -0.2 -0.0.1 0.2 0.3 Log Discharge Time (hours) 0.4 0.5 0.6

y = -0.7319x + 1.5931

Figure 3-1. Sample Peukert Curve.
RANGE TESTS Vehicle Preparation/Inspection All new vehicles should first be inspected using the New Vehicle Turnkey Inspection form available from Transportation Services Department (TSD), Pomona. The New Vehicle Turnkey inspection is typically conducted by TSD. All other tested vehicles should be subjected to the functional testing on that form. Inflate tires to the maximum pressure indicated on the tire sidewall. Check the pressure at least once per week. Check the vehicle fluid levels once per week.
Data Acquisition Equipment If possible, and permissible with the manufacturer, configure the vehicle with the SmartGuard Control Center (SGCS) system to record current and voltage information from the battery pack. Using piercing voltage probes and a current transformer probe on the high voltage cables on the output side of the battery pack, connect to the SGCS. Connect the SGCS to a laptop computer to record data at 30 second intervals during driving. Stop Conditions The maximum useable range of the EV is determined by vehicle gage indications specified by the manufacturer, or if no instructions are specified, by diminished vehicle performance such that the EV is no longer capable of operating with the flow of traffic. Typically, a vehicle will have two warning lights near the end of the vehicles range. The first is usually a cautionary light at roughly 20% SOC. This light is usually a reminder to the driver that he should notice that the state of charge is low. The second warning usually comes on at about 10% to 15% SOC, and is an indication to charge immediately. The EV Tech Center usually uses this second warning signal, as recommended by the manufacturer, to stop the range test, so that there is no chance to harm the traction battery by overdischarge. At this point, the driver should be within a mile or two of the EV Tech Center, and he will drive it in slowly and conservatively. If the vehicle is five miles or more from the EV Tech Center, the driver will have it towed in. 1. Urban Range Tests: Record the pack voltage, odometer reading and ambient temperature on the Pomona Driving Test Data sheet (EVTC-010) (see page 31). Drive the EV on the Urban Pomona Loop in a manner that is compatible with the safe flow of traffic. Record the following data on the EVTC-010 form at five-mile intervals (or at intervals determined by the vehicles state of charge meter, if it has sufficient graduations to correspond to about five miles driving between marks): state of charge meter reading, pack voltage, DC kWh, and odometer mileage. Near the end of the drive, if needed to manage the range, it is permissible to reverse direction after completing a partial loop, or to shorten the loop by using a parallel street; record this deviation (and all other deviations from the Pomona Loop) on the EVTC-010. Record the distance traveled (to the tenth of a mile) at the stop condition and at the end of the drive. Upon returning to the EV Tech Center, record the end of test data (odometer, state of charge, ambient temperature, DC kWh, and pack voltage after 30 minutes). Connect the BMI Power Profiler to the AC supply side, and collect data necessary for the Charger Performance Test (see p. 16) after the first and second UR-1 tests. For the remaining tests, after completion of charging,

record the AC kWh data from the BMI Power Profiler, and the DC data, if applicable, from the SmartGuard system. Conduct this procedure in the following four vehicle test configurations: UR-1 UR-2 Minimum payload (driver only) with no auxiliary loads. Minimum payload (driver only) with the following auxiliary loads on: air conditioning set on high, fan high, low beam headlights, and radio. Use thermocouple temperature loggers to continuously record the temperature of the air-conditioned outlet air from the center cabin vent and the cabin ambient temperature at mid-cabin chest level. Repeat the UR-1 test at the vehicles maximum legal weight limit (without exceeding the gross axle weight ratings). Repeat the UR-2 test at the vehicles maximum legal weight limit (without exceeding the gross axle weight ratings).

UR-3 UR-4

Repeat the tests until the range result is within 5.0% of the previous result. Report the average of the final two tests. 2. Freeway Range Tests: Record the pack voltage, odometer reading, and ambient temperature. Drive the EV (with windows closed) on the Freeway Pomona Loop in a manner that is compatible with the safe flow of traffic. Maintain speed on the freeway as close to 65 mph as possible; drive conservatively on the transitions. Record the following data on the EVTC-010 form at five-mile intervals (or at intervals determined by the vehicles state of charge meter, if it has sufficient graduations to correspond to about five miles driving between marks): state of charge meter reading, pack voltage, DC kWh, and odometer mileage. Note the current being delivered by the battery pack at a constant 65 mph on the 10 Freeway between Haven Street and Milliken Avenue. Near the end of the drive, if needed to manage the range, it is permissible to reverse direction after completing a partial loop; record this deviation (and all other deviations from the Freeway Loop) on the EVTC-010. Leave the freeway loop only at Towne Avenue or Indian Hill Boulevard, if on the 10 Freeway, or Reservoir Street if on the 60 Freeway to minimize city driving. Record the distance traveled (to the tenth of a mile) at the stop condition and at the end of the drive. Upon returning to the EV Tech Center, record the end of test data (odometer, state of charge, ambient temperature, DC kWh, and pack voltage after 30 minutes). Connect the BMI Power Profiler to the AC supply side to record energy data. After completion of charging, read the AC kWh data from the BMI
Power Profiler, and the DC data from the SmartGuard Control Center system. Conduct this procedure in the following four vehicle test configurations: FW-1 Minimum payload (driver only) with no auxiliary loads. FW-2 Minimum payload (driver only) with the following auxiliary loads on: air conditioning set on high, fan high, low beam headlights, and radio. Use thermocouple temperature loggers to continuously record the temperature of the air-conditioned outlet air from the center cabin vent and the cabin ambient temperature at mid-cabin chest level. FW-3 Repeat the FW-1 test at the vehicles maximum legal weight limit (without exceeding the gross axle weight ratings). FW-4 Repeat the FW-2 test at the vehicles maximum legal weight limit (without exceeding the gross axle weight ratings). Repeat the tests until the range result is within 5.0% of the previous result. Report the average of the final two tests. AC kWh per mile efficiency To determine the AC kWh per mile efficiency, recharge the pack fully and use the BMI Power Profiler to record the energy consumption in AC kWh; this number divided by the number of total miles driven, will yield an approximate figure for AC kWh per mile efficiency. Range Envelope Once all the data for the range tests have been gathered, a "Range Envelope" can be created for the vehicle for both urban and freeway driving (Figure 3-2). To construct the envelope, use the range in miles recorded at the stop condition; this is a more consistent value than the total miles driven (which may vary based on the distance the driver is from the EV Tech Center when the stop condition is reached) and can be more easily used by others to estimate range. Typically, the longest range will be achieved when the vehicle is tested at minimum payload with no auxiliary loads, and conversely, the shortest range will be achieved with a fully loaded vehicle with all auxiliary loads turned on. Plotting these data should yield a chart similar to the one shown in Figure 3-2.

Weight As Tested (lb)

EV Range Envelope

Max Payload

(GVWR) with auxiliary loads without auxiliary loads

Min Payload

(driver only)
Range (mi) Min Range Max Range
Figure 3-2. Range Envelope. Air Conditioning Performance Plot the two curves: air conditioning vent temperature versus time and cabin temperature versus time on the same graph. E. SOUND LEVEL TEST Position the sound level meter in the vehicle cabin at ear level on the passenger seat. Record the sound level for both one urban and one freeway loop. The windows will be rolled up and all interior accessories will be off. Any external noises from sources other than the test vehicle loud enough to register on the meter will be noted and reported on the Sound Level Test Data Sheet (EVTC050) (see page 35). Report the average sound level and present the plot of the recorded data in the Performance Characterization report. F. STATE OF CHARGE METER EVALUATION 1. Driving While running the Urban Range Tests, record on the EVTC-010 the distance traveled using the EVs odometer at intervals corresponding to the EV's stateof-charge meter (such as 3/4, 1/2, 1/4 and empty). If the vehicle has only an energy meter, record data at five-mile intervals. At the end of the trip, record the total number of miles driven. In an ideal case, the maximum range would be reached at the time that the state of charge meter indicates empty. An ideal state-of-charge meter would yield the following chart for an 80-mile maximum range vehicle:

miles 0 Full

Figure 3-3. State of Charge Meter Evaluation. 2. Charging During charging record on the EVTC-010 the state of charge reading on the EV's state-of-charge meter at fifteen-minute intervals. Use this data to create an indicated state of charge versus time graph, and plot with the charging profile and calculated state of charge plot. This plot will assist the user in estimating the state of charge after a certain amount of time and the energy needed to reach that state. 3. Driving Range per Charging Time Use the results from (1) and (2) to estimate the vehicle range per charging time under UR1 conditions. Use the UR1 average range and state of charge data, to create a set of data points that show miles driven versus indicated state of charge. Subtract the range at each point from the maximum range at the stop condition to obtain a set of points giving the range available at each state of charge point. Use the results giving state of charge versus charging time from (2) to create a plot giving driving range available per charging time (Figure 3-4).

5. Audible Noise Levels Charge the vehicle in a quiet room or chamber. Use a sound level meter to record (on the EVTC-050 form) the charger noise intensity from a distance of one meter from the charger. Present the plot of the recorded data and the average sound level in the Performance Characterization report. 6. Operation and Ergonomics Evaluations Observe the operation of the charger, and use the collected data, along with information from the manufacturer to determine: Charging algorithm (constant current/voltage steps, etc.) determined by viewing the charging profile. Battery monitoring method from the manufacturer.
End point determination (time, gas emission, voltage change, etc.) from the manufacturer. Protective features (battery protection, GFCI, etc.)
Examine and record (objectively and subjectively) on form EVTC-020 the users interface with the charger and any electric vehicle supply equipment (EVSE): Switches, indicators, displays Dimensions, weight Connector types, compatibility Ease of use 7. Charging at a Residential Setting Take the vehicle to a designated residence and charge from the stop condition state of charge (see page 12) to 100% SOC (see page 29 for a line diagram of the designated residence). Use the BMI Power Profiler to record energy and power quality characteristics. Use the portable ABB Recording kWh Meter recording at one-minute intervals to collect AC demand and energy data. Construct a charging profile, as described in task 2 (page 16). I. STAND-BY ENERGY CONSUMPTION TESTS ("HOTEL" LOADS) 1. Vehicle on Charger After completing the Charger Performance Test, leave the BMI Power Profiler and SmartGuard Control Center connected to the vehicle and install the most sensitive current probes (5A) available for the BMI. For a 24-hour period, record the amount of AC kWh drawn by the charger and the amount of DC kWh delivered by the charger to the battery pack. 2. Vehicle off Charger After completing the preceding test, disconnect the AC power supply from the charger and continue to record data on the DC side. This data will show how much energy is consumed by the vehicle's stand-by systems, such as thermal management system on high temperature batteries. J. TRANSFER THE VEHICLE Return control of the vehicle to Transportation Services Department if an SCE vehicle, or to its owning organization if on loan.

APPENDICES

EV Performance Characterization Testing Schedule Duration (days)
Nomenclature Data Collection Weight Documentation Curb (Front, Rear, Total) GVWR (Front, Rear, Total) Battery Capacity Test Urban Range Tests Distance per charge AC kWh/mile DC kWh/mile Freeway Range Tests Distance per charge AC kWh/mile DC kWh/mile Sound Level Tests State-of-Charge Meter Evaluation (Dynamic/Static) Acceleration / Maximum Speed / Braking Tests Stand-by Energy Consumption Tests ("Hotel" Loads) Charger Performance/Charging Profile Test

6. 7. 8. 9. 10.

3* 2* 3
Minimum total days needed for full testing: 27
* The data gathered for these tests are recorded at the same time that other tests are in progress.

Pomona Loop Map

URBAN POMONA LOOP

4.7 miles

ont rem Cla

Monte Vista

Baseline / 16th

0.6 mi 1.0 mile

6.1 miles
EV Technical Center 265 N. East End Ave Pomona, California

Elevation Profile

800 Orange Grove

Mills/Holt

Arrow Hwy

Foothill

Baseline
19.Distance (miles) Mills/Holt 20

4.1 miles

Urban Pomona Loop - Tabulated Data
Stop No. Distance from Start (miles) 0.00 0.10 0.15 0.80 1.30 1.80 2.30 2.90 3.50 3.70 4.00 4.01 4.30 4.60 4.80 4.82 5.30 6.30 6.66 6.70 6.80 6.90 7.30 7.80 8.30 8.60 8.80 9.30 9.50 9.60 9.70 10.40 10.70 10.90 11.60 11.90 12.30 12.50 12.70 13.00 13.60 14.10 15.20 16.30 16.80 17.10 17.40 17.60 Type light light light light light light light light light light light light light light light light light light light light light light light light light light light light light light light light light light light light light light light light light light light light light sign light sign Distance from Previous stop 0.00 0.10 0.05 0.65 0.50 0.50 0.50 0.60 0.60 0.20 0.30 0.01 0.29 0.30 0.20 0.02 0.48 1.00 0.36 0.04 0.10 0.10 0.40 0.50 0.50 0.30 0.20 0.50 0.20 0.10 0.10 0.70 0.30 0.20 0.70 0.30 0.40 0.20 0.20 0.30 0.60 0.50 1.10 1.10 0.50 0.30 0.30 0.20 Comments East End & Holt Mills & Holt

Vineyard & Holt

Vineyard & Baseline

Baseline & Padua

18.60 18.70 19.00 19.30 19.50 19.60 19.80
light sign sign light light light light
1.00 0.10 0.30 0.30 0.20 0.10 0.20
Holt & Mills Holt & East End

MCW: ttt 9/23/92

Freeway Loop Map

FREEWAY POMONA LOOP

1100 Elevation (feet, msl) 1000 Indian Hill & 600 0

Philips Ranch

37.2 Indian Hill & 37.5

57 & 10 32.5

EVTC Equipment
EVTC Number ABB-001 ACD-001 AMC-001 AVI-001 BCH-001 BMI-001 CHG-001 CHG-002 CMA-001 CMP-001 CPB-001 CPB-004 CPB-010 CPB-013 CPB-014 CPB-017 DAP-001 DAP-004 DAP-005 DAP-006 DAP-007 DAQ-001 DAQ-002 DAQ-008 DAQ-010 DAT-001 DAT-002 DAT-004 DCG-001 DCG-002 DPM-001 DPS-001 DPS-002 DPS-004 DPS-005 DVM-001 DYN-001 EDE-001 EMT-001 ENV-001 EVC-001 EVC-004 EVC-020 EVC-042 EVC-007 EVC-014 EVC-017 EVC-019 FGE-001 GPB-001 IST-001 ITR-001 ITR-002 LPC-001 LPP-001 Manufacturer ABB Various FLUKE AEROVIRONMENT PHILLIPS BMI Various LA MARCHE Various Various BMI BMI BMI BMI FLUKE FLUKE FLUKE FLUKE TEKTRONIX TEKTRONIX FLUKE HEWLETT PACKARD HEWLETT PACKARD FLUKE HEWLETT PACKARD OMEGA CHRYSLER CORP HEWLETT PACKARD PROPEL PROPEL YOKOGAWA ICC STANCOR HEWLETT PACKARD HEWLETT PACKARD HEWLETT PACKARD VERICOM BERNOULLI CRUISING EQUIPMENT ASSOCIATED ENV.SYS. MAGNECHARGE MAGNECHARGE MAGNECHARGE MAGNECHARGE EVI EVI SCI SCI SHIMPO HEWLETT PACKARD BK PRECISION NEWPORT BMI Various TOSHIBA Model A1T-L PC140HS 33 ABC-150 PM8906/003 3030A Various A70B-45-108LBD1 Various Various A-115 A-116 A-120 A-705 80I-1000S 80I-500S Y8100 801-1010 AM503B A6303 80I-110S 3497A 3421A DAC 3498A HH-F10 SCAN TOOL Z1090A ABT85-220 ABT100-350 2533E43 ICC-21000005-12 W120DUJ50-1 6479C 6448B 3456A VC2000PC ED RS-2323 ZFK-5116 FM 100 WM 200 FM 200 P200 ICS-200 MCS 100-3 GEN1 GEN 2 MF GPIB-422CT 1604A OS520 A-003 Various PA2711U Description PORTABLE KWH METER DC/AC INVERTER TRUE RMS CLAMP AMMETER ADVANCED BATTERY CYCLER NICD 4C 6V CHARGER POWER PROFILER PORTABLE BATTERY CHARGER NICD BATTERY CHARGER CAMERA DIGITAL/35 mm DESKTOP COMPUTER CURRENT PROBE 60A CURRENT PROBE 600A CURRENT PROBE 3000A CURRENT PROBE 5A 600A AC DMM PROBE 500A AC SCOPE PROBE DC/AC CURRENT PROBE DC/AC CURRENT PROBE AC/DC CURRENT PROBE SYSTEM AC/DC HIGH CURRENT PROBE 100A AC/DC PROBE DATA ACQUISITION UNIT DATA AQUISITION CONTROL UNIT DATA AQUISITION CONTROL UNIT DATA AQUISITION UNIT AIR SPEED INDICATOR EPIC DIAGNOSTIC TOOL GM TECH 2 BATTERY DISCHARGER BATTERY DISCHARGER DIGITAL POWER METER DC POWER SUPPLY 13V DC POWER SUPPLY 12V DC POWER SUPPLY DC POWER SUPPLY DIGITIAL VOLTMETER PERFORMANCE COMPUTER EXTERNAL DRIVE E-METER ENVIRONMENTAL ENCLOSURE UNIT INDUCTIVE CHARGER INDUCTIVE CHARGER INDUCTIVE CHARGER 1.2 KW INDUCTIVE CHARGER CONDUCTIVE EVSE CONDUCTIVE EVSE (EVI-100) AVCON CONDUCTIVE EVSE/ODU CONDUCTIVE EVSE/AVCON FORCE GAUGE GPIB CONTROLLER ISOLATION TRANSFORMER INFRARED THERMOMETER TEMPERATURE SENSOR COMPUTER LAPTOP DOCKING PORT Quantity 2

EVTC Number MCR-001 MMR-001 MMR-012 MMW-001 MPG-001 NVK-001 OHM-001 OPB-001 OSC-001 OSC-002 OSC-003 OVP-001 PHA-001 PHA-003,4 PHA-002 PRI-001 PRT-001 PRT-002 PRT-003 PSY-001 SCL-001 SCR-001 SGM-001 SGN-001 SMR-001 STW-001 THR-001 THR-002 THR-004 THR-006 WHR-001 YOK-001 ZIP-001 JWS 4/15/99
Manufacturer OLYMPUS Various HEWLETT PACKARD ROLATAPE HEWLETT PACKARD NORVIK TRACTION INC. MEGGER U.S. MICROTEL HEWLETT PACKARD YOKOGAWA YOKOGAWA 3M FLUKE FLUKE BMI EXTECH HEWLETT PACKARD HEWLETT PACKARD HEWLETT PACKARD WAYNE-KERR METTLER FLUKE KEM WAVETEK EXTECH INSTRUMENTS Various OMEGA Various SEALED UNIT PARTS RADIO SHACK CRUISING EQUIPMENT YOKOGAWA IOMEGA
Model MICRO-32 Various 34401 A MEASUMASTERMM30 6942A BC-500-PM-500 54600B 701810-1D OR3412/PM-M 9700 9000AJJ C3167A C2001A C4530A LS30-10 FEHD-R 97 DA-407762 Various PTH-1X Various PT-100 63-867A KWH METER AR1100A Z100PS
Description MICRO CASSETTE RECORDER DIGITAL MULTIMETER MULTIMETER MEASURING WHEEL MULTIPROGRAMMER MINIT CHARGER OHM METER OPTICAL PROBE OSCILLOSCOPE DL708 DIGITAL SCOPE OSC. RECORDER H.A. OVERHEAD PROJECTOR POWER HARMONICS ANALYZER POWER HARMONICS ANALYZER HARMONICS METER PHASE ROTATION TESTER LASERJET 5SI/MX PRINTER LASERJET 4M PRINTER 2000C COLOR PRINTER POWER SUPPLY DIGITAL SCALE SCOPEMETER DENSITY/SPECIFIC GRAVITY METER SIGNAL GENERATOR SOUND LEVEL METER STOPWATCH TEMP/HUMIDITY METER THERMOCOUPLE THERMOMETER DIGITAL THERMOMETER DIGITAL TEMP/HUMIDITY METER KILOWATT-HOUR METER ANALYZING RECORDER ZIP HARDWARE

Quantity 3

EV Tech Center Line Diagram

Residence Line Diagram

EVTC-010 Driving Test Data Sheet
Date Road Cond Vehicle Tire Press VIN last 6 Payload Test Driver Data File/Project Start Stop Net Driving Start Stop Net Distance Miles State of Charge Veh meter Range meter Notes / Deviations / Traffic / Weather / Performance Time Odom % SOC DC Ah DC kWh Amb temp A/C temp A/C>10 min Min. A/C Volts
Accessories used: Drive / Regen setting: Handling/Braking: Other comments:
Charger Charging Start Stop Net Comments:

Serial No. Date Time

BMI # DC Ah in Amb temp Volts
AC kWh in BMI kWh in DC kWh in

EVTC-010

EVTC-020 Charger Testing / Analysis Data Sheet Technician: Location: Charger Information Manufacturer: Model No.: Supply Side Voltage Rating: After Completion of Recharging Cycle Time of Day: Final Pack Voltage: AC kWh Used: System Energy Efficiency: Amp-hours to battery: Overcharge Factor: DC Output Ripple Voltage: Date: Phone: