1、 Reference number ISO/TR 11954:2008(E) ISO 2008TECHNICAL REPORT ISO/TR 11954 First edition 2008-10-15 Fuel cell road vehicles Maximum speed measurement Vhicules routiers pile combustible Mesure de la vitesse maximale ISO/TR 11954:2008(E) PDF disclaimer This PDF file may contain embedded typefaces. I
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6、ght office Case postale 56 CH-1211 Geneva 20 Tel. + 41 22 749 01 11 Fax + 41 22 749 09 47 E-mail copyrightiso.org Web www.iso.org Published in Switzerland ii ISO 2008 All rights reservedISO/TR 11954:2008(E) ISO 2008 All rights reserved iii Foreword ISO (the International Organization for Standardiza
7、tion) 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
8、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 Standard
9、s 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 Interna
10、tional Standard requires approval by at least 75 % of the member bodies casting a vote. In exceptional circumstances, when a technical committee has collected data of a different kind from that which is normally published as an International Standard (“state of the art”, for example), it may decide
11、by a simple majority vote of its participating members to publish a Technical Report. A Technical Report is entirely informative in nature and does not have to be reviewed until the data it provides are considered to be no longer valid or useful. Attention is drawn to the possibility that some of th
12、e 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/TR 11954 was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 21, Electrically propelled road vehicles. ISO/TR 11954:2008(E)
13、iv ISO 2008 All rights reservedIntroduction Fuel cell vehicles (FCV) include the following types: pure fuel cell vehicles (PFCV), in which the fuel cell system is the only on-board energy source for propulsion and auxiliary systems, fuel cell hybrid electric vehicles (FCHEV), in which the fuel cell
14、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 the following: a) externally chargeable or non-externally chargeable; b) rechargeable energy storage system (RESS): battery or
15、capacitor; c) driver-selected operating modes: if FCHEV has no driver-selected operating mode, it has only an FCHEV mode. Table 1 shows the classification of FCHEV. Table 1 FCHEV classification Chargeability Operating mode FCHEV mode externally chargeable EV mode FCHEV mode FCHEV non-externally char
16、geable EV mode This Technical Report is applicable to PFCV and to non-externally chargeable FCHEV with FCHEV mode only (see shaded boxes in Table 1). TECHNICAL REPORT ISO/TR 11954:2008(E) ISO 2008 All rights reserved 1 Fuel cell road vehicles Maximum speed measurement 1 Scope This Technical Report d
17、escribes test procedures for measuring the maximum road speed of fuel cell passenger cars and light duty trucks which use compressed hydrogen and which are not externally chargeable, in accordance with national or regional standards or legal requirements. 2 Terms and definitions For the purposes of
18、this document, the following terms and definitions apply. 2.1 rechargeable energy storage system RESS system that stores energy for delivery of electric energy and that is rechargeable EXAMPLE Batteries, capacitors. 2.2 RESS state of charge RESS SOC residual capacity of RESS available to be discharg
19、ed NOTE RESS state of charge is normally expressed as a percentage of full charge. 2.3 fuel cell hybrid electric vehicle operation mode FCHEV operation mode mode of an FCHEV in which both RESS and fuel cell system are used sequentially or simultaneously for vehicle propulsion NOTE The fuel cell syst
20、em can also charge the RESS during propulsion or standstill. 2.4 maximum speed highest average speed that the vehicle can maintain throughout a specified test 2.5 test mass mass of a vehicle prepared for a defined test procedure ISO/TR 11954:2008(E) 2 ISO 2008 All rights reserved3 Parameters, units
21、and accuracy of measurements Table 2 shows parameters and their units and accuracy. Table 2 Parameters, units and accuracy of measurements Parameter Unit Accuracy Time s 0,1 s Distance m 0,1 % Air temperature C or K 1 C or 1 K Air pressure kPa 1 kPa Speed km/h 1 % or 0,1 km/h whichever is greater Ma
22、ss kg 0,5 % 4 Descriptions 4.1 General The maximum speed of the vehicle should be measured in accordance with the descriptions in this clause. 4.2 Preparation of the vehicle The configuration of the vehicle and its attitude should be as determined by the manufacturer. In addition, the vehicle should
23、 be clean, the windows and air entries should be closed and only the accessories necessary for the operation of the vehicle for the purposes of the test should be in use. The viscosity of the oils for the mechanical moving parts and the tyre pressures (for operation under full load at maximum speed)
24、 should conform to the specifications of the vehicle manufacturer. The running in of the transmission and tyres should be carried out in accordance with the manufacturers instructions. The fuel used should be the commercial grade for the type of vehicle tested or, in the event of a dispute, one of t
25、hose prescribed in ISO/TS 14687-2. 4.3 Track characteristics 4.3.1 General The measurements should be taken on a straight track (see 4.3.2) and/or a loop track (see 4.3.3). The surface of the track should be hard, smooth, clean and dry, and should give good adhesion. 4.3.2 Measurement on straight tr
26、ack 4.3.2.1 Lengths The length, L, in metres, should be selected in relation to the precision of the apparatus and the method used for measuring the time, t, of the run, in seconds, so that the actual speed can be determined to within 1 %. The length of the measuring zone should be at least 1 000 m.
27、 The length actually used for the measurement should be recorded in the test report. ISO/TR 11954:2008(E) ISO 2008 All rights reserved 3 4.3.2.2 Stabilizing zone The stabilizing zone should be of the same nature as the measuring zone, approximately straight and of sufficient length for the vehicle t
28、o have stabilized at its maximum speed by the time the vehicle reaches the measuring zone. 4.3.2.3 Slopes 4.3.2.3.1 Longitudinal In the stabilizing and the measuring zones, the longitudinal slope should not exceed 0,5 %. 4.3.2.3.2 Transverse Transverse slope should not exceed 3 % in the measuring zo
29、ne. 4.3.2.4 Section of loop track A section of loop track may be regarded as “straight” if the descriptions of 4.3.1 to 4.3.2.3.1 are satisfied, and the centrifugal inertia reaction is less than 20 % of the initial mass of the vehicle and is compensated by the transverse slope of the track. 4.3.3 Me
30、asurement on loop track 4.3.3.1 Lengths The length of the loop should be not less than 2 000 m. To calculate the maximum speed, the length of run should be the distance actually covered by the vehicle. The loop track should be a convex curve and may vary from a perfect circle to straight sections li
31、nked by approximately circular sections. The radius of curves should be not less than 200 m. The effects of centrifugal force should be compensated by the transverse profile of the curves in such a way that the vehicle holds a normal line without any action on the steering wheel. 4.3.3.2 Correction
32、factor for loop track A correction factor determined experimentally by the procedure given in UNECE R 68, Annex 3, or by national or regional standards, or legal requirements, may be applied for loop track. This correction factor should be subject to confirmation by the administrative service at the
33、 time of approval by the technical service responsible for the tests. The factor may in no case entail a correction exceeding 5 %. However, for vehicles equipped with a speed regulator, the factor should not be applied if the regulator is in operation during the test. ISO/TR 11954:2008(E) 4 ISO 2008
34、 All rights reserved4.4 Atmospheric conditions 4.4.1 Air density The air density at the time of the test, calculated by Equation (1), should not vary by more than 7,5 % from the air density in the reference conditions. The air density in test conditions, d r , should be calculated as follows: 0 T r0
35、 0T T H dd H T = (1) where d 0is the air density in reference conditions; H Tis the pressure during the test; T Tis the absolute temperature during the test, in kelvins; H 0is the pressure at reference conditions H 0= 100 kPa; T 0is the temperature at reference conditions T 0= 293 K (20 C). In addit
36、ion, the atmospheric pressure during the tests should be at least 91 kPa and temperature should be at least 278 K (5 C). 4.4.2 Wind The average wind speed measured at a height of 1 m above the ground should be less than 3 m/s. Gusts should be less than 5 m/s. 4.4.3 Relative humidity The relative hum
37、idity should be less than 95 % and the track should be dry. 4.5 Test method 4.5.1 Warming up Immediately before the test, the parts of the vehicle that might affect the measurement should be in the stable temperature conditions specified by the manufacturer. During measurement, the gear ratio used s
38、hould be that in which the vehicle is able to reach its maximum steady speed. The accelerator should be fully depressed. 4.5.2 RESS state of charge preconditioning RESS SOC should be conditioned in accordance with the vehicle manufacturers procedure. ISO/TR 11954:2008(E) ISO 2008 All rights reserved
39、 5 4.5.3 Test procedures for maximum speed measurement on a straight track 4.5.3.1 Standard test procedure (Two direction test) In order to reduce the influence of factors such as road slope and wind direction/speed, the test should be executed in both directions of the test track in direct sequence
40、, taking care to use the same stretch of the track. The time, t i , taken to cover the measured length, L, should be recorded. It should be checked that the speed does not vary by more than 2 % at any moment during the run. This procedure should be carried out at least three times in each direction.
41、 The variation between the extreme values of the six “t i ” values recorded should not exceed 3 %. Time, t, expressed in seconds, should be determined by Equation (2): 6 1 1 6 i tt = (2) and the test speed, V, expressed in kilometres per hour, should be determined by Equation (3): 3, 6L V t = (3) 4.
42、5.3.2 Single direction test Testing in one direction only should be permissible if, in view of the characteristics of the circuit, it is not possible for the vehicle to reach its maximum speed in both directions. In this case, the characteristics of the track should be as set out in 4.3.1 and 4.3.2.
43、 In addition: the variation in altitude should not exceed 1 m between any two points; the run should be repeated five times in immediate succession; the axial wind component speed should not exceed 2 m/s. The maximum speed, V i , should be determined by the correction formula in Equation (4), taking
44、 into account wind speed: () r iv VVVf = (4) where V ris the maximum speed measured for each run (V r= 3,6L/t); v is the axial wind component, in metres per second; V vis the axial wind component, in kilometres per hour (V v= 3,6v); f is the correction factor (f = 0,6). NOTE See UNECE R 68 for furth
45、er details about the correction factor. ISO/TR 11954:2008(E) 6 ISO 2008 All rights reservedIf the axial wind component is in the opposite direction to the vehicle: () r iv VVVf =+ If there is a following wind: () r iv VVVf = If the extreme values of V iare discarded, the maximum speed, V, is calcula
46、ted by Equation (5): 3 1 1 3 i VV = (5) 4.5.4 Determination of the maximum speed on loop track The time, t i , required for a complete circuit should be recorded. At least three measurements should be made with the vehicle following a path corresponding approximately to that taken at the test speed,
47、 i.e. not requiring any correction of course by action on the steering wheel. The difference between the extreme values measured should not exceed 3 %. The mean time, t , should be determined by Equation (6): 3 1 1 3 i tt = (6) The apparent maximum speed, V a , expressed in kilometres per hour, shou
48、ld be determined by the Equation (7): a 3,6L V t = (7) where L is the length of the path actually covered on the loop track, in metres; t is the time, in seconds. In order to calculate the maximum speed, V, the apparent maximum speed, V a , should then be corrected by an experimentally determined fa
49、ctor specific to the loop track used, as shown in Equation (8), taking into account in particular the effects of centrifugal force in the curves and the consequent changes in the attitude of the vehicle: a VVk = (8) where k is the correction factor determined in accordance with UNECE R 68, Annex 3, or with national or regional standards, or legal requirements, and 1,00 u k u 1,05. ISO/TR 11954:2008(E) ISO 2008 All rights reserved 7 Bibliography 1 ISO 8715, Electric road vehic
