PERFORMANCE CHARACTERIZATIONCHEVROLET S-10 ELECTRICPanasonic Lead Acid BatteryELECTRIC TRANSPORTATION DIVISIONReport prepared by:Alvaro MendozaJuan ArguetaDecember 1999
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`DISCLAIMER OF WARRANTIES AND LIMITATION OF LIABILITIESTHIS REPORT WAS PREPARED BY THE ELECTRIC TRANSPORTATION DIVISIONOF SOUTHERN CALIFORNIA EDISON, A SUBSIDIARY OF EDISONINTERNATIONAL.NEITHER THE ELECTRIC TRANSPORTATION DIVISION OF SOUTHERNCALIFORNIA EDISON, SOUTHERN CALIFORNIA EDISON, EDISONINTERNATIONAL, NOR ANY PERSON WORKING FOR OR ON BEHALF OF ANY OFTHEM MAKES ANY WARRANTY OR REPRESENTATION, EXPRESS OR IMPLIED,(I) WITH RESPECT TO THE USE OF ANY INFORMATION, PRODUCT, PROCESSOR PROCEDURE DISCUSSED IN THIS REPORT, INCLUDING MERCHANTABILITYAND FITNESS FOR A PARTICULAR PURPOSE, OR (II) THAT SUCH USE DOESNOT INFRINGE UPON OR INTERFERE WITH RIGHTS OF OTHERS, INCLUDINGANOTHER’S INTELLECTUAL PROPERTY, OR (III) THAT THIS REPORT ISSUITABLE TO ANY PARTICULAR USER’S CIRCUMSTANCE.NEITHER THE ELECTRIC TRANSPORTATION DIVISION OF SOUTHERNCALIFORNIA EDISON, SOUTHERN CALIFORNIA EDISON, EDISONINTERNATIONAL, NOR ANY PERSON WORKING ON BEHALF OF ANY OF THEMASSUMES RESPONSIBILITY FOR ANY DAMAGES OR OTHER LIABILITYWHATSOEVER RESULTING FROM YOUR SELECTION OR USE OF THIS REPORTOR ANY INFORMATION, PRODUCT, PROCESS OR PROCEDURE DISCLOSED INTHIS REPORT.
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`PURPOSEThe purpose of SCE’s evaluation of electric vehicles (EVs), EV chargers, batteries, andrelated items is to support their safe and efficient use and to minimize potential utilitysystem impacts.The following facts support this purpose:
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`• As a fleet operator and an electric utility, SCE uses EVs to conduct its business.
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`• SCE must evaluate EVs, batteries, and charging equipment in order to make informedpurchase decisions.
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`• SCE must determine if there is any safety issues with EV equipment and their usage.
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`• SCE has a responsibility to educate and advise its customers about the efficient andsafe operation of EVs.
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`TABLE OF CONTENTSI.INTRODUCTION.......................................................................................................................................1II.MANUFACTURERER’S SPECIFICATIONS............................................................................................2III.RESULTS.....................................................................................................................................................3A. NAMEPLATE DATA COLLECTION................................................................................................3B. WEIGHT CERTIFICATION................................................................................................................3C. BATTERY CAPACITY TEST.............................................................................................................3D. RANGE TESTS....................................................................................................................................4D1. URBAN RANGE TESTS.............................................................................................................4D2. FREEWAY RANGE TESTS........................................................................................................5E. STATE OF CHARGE (SOC) METER EVALUATION......................................................................7E1. DRIVING STATE OF CHARGE (SOC) METER EVALUATION............................................7E2. CHARGING STATE OF CHARGE METER EVALUATION...................................................8F. ACCELERATION, BRAKING AND MAXIMUM SPEED TESTS...................................................9G. CHARGER PERFORMANCE / PROFILE TEST............................................................................10 G1. CHARGER PERFORMANCE / PROFILE TEST AT EV TECH CENTER...........................10G2. CHARGER PERFORMANCE AT RESIDENCE.....................................................................11H. SOUND LEVEL TESTS....................................................................................................................12H1. URBAN SOUND LEVEL TEST..............................................................................................12H2. FREEWAY SOUND LEVEL TEST........................................................................................12H3. RECHARGE SOUND LEVEL TEST......................................................................................13IV. DISCUSSION..............................................................................................................................................13A. WEIGHT CERTIFICATION.............................................................................................................13B. BATTERY CAPACITY TEST...........................................................................................................15C. RANGE TESTS...................................................................................................................................15C1. URBAN RANGE TESTS..........................................................................................................16C2. FREEWAY RANGE TEST.......................................................................................................17D. STATE OF CHARGE METER EVALUATION...............................................................................18D1. DRIVING...................................................................................................................................18D2. CHARGING...............................................................................................................................19E. ACCELERATION, BRAKING, AND MAXIMUM SPEED TESTS.................................................19F. CHARGER PERFORMANCE / PROFILE TEST.............................................................................20F1. CHARGER PERFORMANCE AT THE EV TECH CENTER.................................................21F2. CHARGER PERFORMANCE TEST AT RESIDENCE...........................................................21G.SOUND LEVEL TESTS.....................................................................................................................22
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`APPENDIX AVEHICLE MANUFACTURER’S FACT SHEET.........................................................24APPENDIX BBATTERY MANUFACTURER’S FACT SHEET........................................................26APPENDIX CEQUIPMENT LIST AND NAMEPLATE DATA.........................................................29APPENDIX DBATTERY CAPACITY TEST GRAPHICAL DATA...................................................31APPENDIX ERANGE TEST DATA SHEETS.....................................................................................33APPENDIX FACCELERATION, BRAKING AND MAXIMUM SPEED TEST DATA...................52APPENDIX GCHARGER TESTING / ANALYSIS DATA SHEET....................................................54APPENDIX HCHARGER PROFILE TEST GRAPHICAL DATA - EVTC.......................................56APPENDIX ICHARGER PROFILE TEST GRAPHICAL DATA - RESIDENTIAL.......................64APPENDIX JURBAN AND FREEWAY POMONA LOOPS.............................................................72APPENDIX KSCE ELECTRIC VEHICLE TEST PROCEDURE......................................................74
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`1I. INTRODUCTIONThe tests documented in this report characterize the performance of a 1997 Chevrolet S-10electric vehicle (SCE vehicle # 23631) equipped with Panasonic valve regulated lead-acidbatteries and inductive charging system. The tests performed were: weight certification, batterycapacity, range, state of charge meter evaluation, sound level, acceleration, maximum speed,braking, power quality evaluation, and charger performance.The vehicle used for this performance characterization was originally equipped with a Delphilead-acid battery pack. Testing was performed at the Electric Vehicle Technical Center (EVTech Center), on the Urban and Freeway Pomona Loops, and the Pomona Raceway. Fordetailed procedures used for the testing, please refer to the SCE Electric Vehicle Test Procedurein Appendix K, page 74.
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`2II. MANUFACTURERER’S SPECIFICATIONSVehicle Make:ChevroletModel:S-10 Electric / Lead AcidRange:City: 40 miles; Highway: 45 miles (w/original Delphi batt.)Maximum Speed:70 mph (governed)Motor Type:AC Induction, liquid cooledSystem Power:85 kW (114 hp)Transaxle:Single speed, front wheel driveTraction BatteryType:Lead AcidManufacturer:PanasonicModel:EC-EV1260Capacity:60 Ah at C/3 rateNumber of Modules:26Nominal Pack Voltage:312 VBattery Pack Weight:Approx. 1204 lbDimensionsLength:188.3 in.Width:67.9 in.Height:63.8 in.Wheelbase:108.3 in.Curb Weight:4300 lbGVWR:5150 lbPayload:850 lb
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`3III. RESULTSA. Nameplate Data CollectionPlease Refer to Appendix C on page 29, for the vehicle test Equipment List andNameplate Data sheet, which records all applicable nameplate data, serial numbers, andratings for all tested components.B. Weight Certification Table 3-1. Weight CertificationFront AxleRear AxleTotal WeightGVWR (lb)270029005150Curb Weight (lb)2090 12210 14300Available Payload (lb)610690850 21 Front and rear weights are not certified. 2 This value also corresponds to the specified payload on vehicle door sticker.C. Battery Capacity TestDischargeDischarge rate:20.0 A (C/3)Discharge time:2 hours 59 minuteskWh out:16.86 kWh DCAmp-hour out:58.84 AhManufacturer’s rating:60 Ah at C/3Difference:-1.93%RechargeCharging time:5 hours 16 minutesAC input:27.22 kWhCharger DC output:19.87 kWh58.58 AhSystem efficiency:73.0%
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`4D. Range TestsD1. Urban Range Tests Table 3-2. Urban Range Test Results*TestsUR1UR2UR3UR4Range at Stop Condition (mi.)49.940.841.636.4Total Miles Driven50.741.442.137.1 Driving ConditionsPayload (lb)180180850850Average Amb. Temp. o F85909578Average Speed (mph)34.024.624.124.7 RechargeAC kWh Recharge24.9923.4323.3422.06AC kWh/mi.0.4930.5660.5540.595 *Average of two tests. UR1: Pomona loop range test with minimum payloadUR2: Pomona loop range test with minimum payload and auxiliary loads UR3: Pomona loop range test with maximum payload UR4: Pomona loop range test with maximum payload and auxiliary loadsFigure 3-1. 1999 RAV4 EV Urban Range EnvelopePayload (lb)49.941.6(i)ngeWithoutAux. loadsWiAux. loadsMaxmum50Mnium8040UR1UR2UR3UR436.4
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`5Figure 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*TestsFW1FW2FW3FW4Range at Stop Condition (mi.)57.248.151.142.6Total Miles Driven57.648.851.443.2 Driving ConditionsPayload (lb)180180850850Average Amb. Temp. o F831029887Average Speed (mph)36.845.042.038.7 RechargeAC kWh Recharge23.5124.8223.5122.73AC kWh/mi.0.4080.5090.4570.526 *Average of two tests. FW1: Freeway loop range test with minimum payload FW2: Freeway loop range test with minimum payload and auxiliary loads FW3: Freeway loop range test with maximum payload FW4: Freeway loop range test with maximum payload and auxiliary loads01020304050607080900102030405060708090100Time (min)Temperature (oF)Center Vent TemperatureCabin Temperature
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`6Figure 3-3. Freeway Range Envelope0102030405060708090100010203040506070Time (min)Temperature (oF)Center Vent TemperatureCabin Temperature Figure 3-4. Cabin and center vent temperature recorded with A/C on during a FW4 test. Note: Average ambient temperature during test was 79.2o F.Payload (lb)57.248.151.142.6(mi)RangeWithoutAux. loadsWithAux. loadsMaximum850Minimum180FW1FW2FW3FW4
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`7E. State of Charge (SOC) Meter EvaluationNote: The SOC referred to in the following results and discussions corresponds to theamount of charge available to the user. This user SOC ranges from 0% to 100% andcorrelates roughly to 9% to 100% of the pack’s actual SOC.E1. Driving State of Charge (SOC) Meter Evaluation 010203040506001234567891011121314Vehicle Meter (14=F, 0=E)Miles DrivenBatt. Lifelight on 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.
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`8E2. Charging State of Charge Meter Evaluation0123456789101112131400.511.522.533.544.5Time (hours)Vehicle Meter (0=E, 14=F) Figure 3-7. SOC meter readings at 15-minute intervals while the vehicle was recharging.010203040506000.511.522.533.544.55Charging Time (hours)Range (miles) Figure 3-8. Driving range per charging time, UR1. Note: This figure was calculated using results from the driving and charging SOC meter evaluation.
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`9F. Acceleration, Braking and Maximum Speed TestsTable 3-4. Acceleration, Braking, and Maximum Speed Summary of Results1User State of Charge100% SOC80% SOC60% SOC40% SOC20% SOC0 to 30 mph (sec.)4.354.354.424.544.5630 to 55 mph (sec.)7.928.148.398.9410.040 to 60 mph (sec.)12.8412.6613.2114.3614.80Max Speed (mph)70.5***71.0Braking (25-0 mph) (ft.)**39.41**1Average values (average ambient temperature: 670 F). (180 lb Payload)* Not tested0102030405060708002468101214161820Time (s)Speed (MPH)0200400600800100012001400Distance Traveled (ft)SpeedDistance 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.
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`10G. Charger Performance / Profile TestG1. Charger Performance / Profile Test at EV Tech Center Table 3-5. Charger Profile DataMeasured Value1Voltage228.7 VrmsCurrent31.05 ArmsReal Power7.048 kWReactive Power788.1 VARApparent Power7.102 kVATotal Power Factor0.99 PFDisplacement Power Factor0.99 dPFVoltage THD2.20%Current THD4.10%Current TDD4.10%Total Charging Time4 hours, 36 minutesTotal Energy Consumption23.58 AC kWhTime Observed on Stand-by24 hoursEnergy Consumption0.532 kWhAverage Power22.17 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. 1 Values recorded with charger at maximum power on the AC (input) side of the charger (240 V). Maximum recorded instantaneous real power was 7.048 kW
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`110123456780.000.501.001.502.002.503.003.504.004.505.00Time (hours)Demand (AC kW)0102030405060708090100State of Charge (%)Power% SOC Figure 3-10. S-10 Electric AC charging profile from ABB meter (second UR3 test). G2. Charger Performance at ResidenceTable 3-6. Charger Profile Data – Residential.Measured Value11999 RAV4 EVVoltage228.6 VrmsCurrent30.79 ArmsReal Power26.986 kWReactive Power462.2 VARApparent Power760.8 kVATotal Power Factor0.99 PFDisplacement Power0.99 dPFVoltage THD2.0%Current TDD4.1%Total Charging Time4 hours, 50 minutesTotal Energy Consumption23.26 AC kWh Note: Refer to Appendix I, page 64, for BMI Power Profiler graphical data. 1 Values recorded with charger at maximum power on the AC (input) side of the charger (240 V).
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`12H. Sound Level TestsH1. Urban Sound Level Test0102030405060708005101520253035404550Time (minutes)Sound Level (dB)Average = 58.54 dB Figure 3-11. Sound intensity in dB recorded during a driving test on the Urban Pomona Loop.H2. Freeway Sound Level Test Figure 3-12. Sound intensity in dB recorded during a driving test on the Freeway Loop.010203040506070800510152025303540Time (minutes)Sound Level (dB)Average = 65.24 dB
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`13H3. Recharge Sound Level Test Figure 3-13. Sound intensity in dB recorded during a recharge test.IV. DISCUSSIONA. Weight CertificationThe S-10 Electric was taken to a certified scale to measure front axle, rear axle, and totalweight. The measured total curb weight was 4300 pounds, while the total manufacturer’sgross vehicle rating (GVWR) was 5150 pounds. The GVWR minus the total curb weightyielded a payload of 850 pounds, which was the same as that stated by the manufacturer.This was the weight used to perform range tests at maximum payload. As seen fromTable 3-1, on page 3, the available front axle payload was 610 pounds, and an availablerear axle payload of 690 pounds. To load the vehicle to its maximum legal payload (850pounds), the load was distributed among the S-10’s cabin and bed. This distribution ofweight allowed the vehicle to have load on both the front and rear axles. The S-10 cabinwas loaded with 300 pounds, including driver, meanwhile its bed was loaded with 550010203040506070800.00.51.01.52.02.53.03.54.04.55.05.5Time (hours)Sound Level (dB)Average = 62.90 dBAmbient noiselevel
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`14pounds. Figures 4-1 and 4-2 below show the weight added to the vehicle’s cabin andbed. Figure 4-1. S-10 cabin loaded with 120 lb (not including driver.)Figure 4-2. S-10 bed loaded with 550 lb.
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`15B. Battery Capacity TestThe battery pack of the S-10 Electric consists of 26 Panasonic valve regulated lead-acid12-V batteries. These batteries are rated at a normal capacity of 60 Ah, and a specificenergy of 35 Wh/kg.To meet SCE test procedure standards (see Appendix K, page 74), the capacity test wasdone 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 manufacturer’s rating of 60 Ah, acomplete capacity test would take three hours. As seen from the results section on page3, the capacity took 2 hours and 59 minutes to complete. The results obtained from thiscapacity test indicate that the pack was in good condition.The discharge was stopped when the battery pack control module (BPCM) opened thepack disconnect. At the start of the test, the pack voltage was 346 V, and at the end ofthe test, it was 286 V, 11 V per module.C. Range TestsTo perform range tests on the S-10 Electric, the driving was done in a manner that wassafe and compatible with the flow of traffic at or below the posted speed limits. As theElectric Vehicle Test Procedure indicates, the range tests were repeated until the rangeresult was within 5.0% of the previous result. To accomplish this, it was only necessaryto perform twice each of the eight different range tests, except the UR2 and UR4 testswhich had to be done three times. However, the average of only the closest two valueswas 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 thevehicle’s SOC meter reached the middle of the red area and the battery life light in theinstrument panel illuminated. Upon returning to the EV Tech Center for batteryrecharging, the percent SOC displayed on the charger was 5% on average. Accelerationand braking of these vehicles seemed responsive at all times. The S-10 never had troublekeeping up with the flow of traffic during the range tests. However, acceleration wasslower when the range tests were conducted at maximum payload, as would be expected.
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`16C1. Urban Range TestsTo test the S-10 Electric in a city driving environment, it was driven on the UrbanPomona Loop to its maximum range as defined above (see Appendix J, page 72, for amap of the Urban Pomona Loop). The maximum speed of the S-10 Electric variedbetween 30 and 50 mph according to street posted speed limits. The vehicle was drivenand charged only once per day, and at least two loops were completed for each of the foururban 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, onecomplete loop was accomplished during this range test, and driving continued until theSOC dropped to the desired level.As seen from the range envelope (Figure 3-1, page 4), variations in payload and auxiliaryloads (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 rangetests conducted at minimum payload and no auxiliary loads. Auxiliary loads usage withthe vehicle unloaded (driver only) reduced the range by 18.24%. Maximum payloadreduced 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 testcondition was always the same (middle of the red area). The average energy suppliedduring charging after urban range testing was 23.46 AC kWh.Air conditioning temperatures were measured from the A/C outlet air from the centercabin vent. The biggest temperature decrease observed during most drives occurredwithin the first 15 minutes of driving. It was also observed that during hot days, as in thecase of the third UR2 test, the air conditioning works harder and makes more noise. TheUR2 range tests averaged a minimum of 51.2 oF, while the average minimum during theUR4 tests was 45.9 oF.During the second UR4 test, a thermocouple temperature logger was used to continuouslyrecord the temperature of the air-conditioned outlet air from the center cabin vent and thecabin ambient temperature at mid-cabin chest level. As seen from Figure 3-2, page 5, thecabin and center cabin vent temperatures reached stability 10 minutes into the test, andcontinued dropping slightly until the end of the test. The thermocouple temperature
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`17logger was set to take readings every minute, and it recorded an average temperature of51.6 oF at the center cabin vent, and 61.6 oF at mid-cabin chest level.C2. Freeway Range TestTraffic conditions were good for all range tests, and the speed was kept as close to 65mph as traffic would allow. The recorded range included urban driving of approximately4 miles to access the freeway and ½ mile each loop to transition between freeways (seeAppendix 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 majorrole 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 ofFW1 tests). This range also represents the highest obtained from all of the eight rangetests 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 thevehicle was driven with both auxiliary loads and maximum payload, the range decreasedby 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 thatthe S-10 consumes similar energy under different driving conditions.Air conditioner temperature as measured with a thermometer averaged a minimum of61.3 oF during the FW2 tests, while the average minimum during the FW4 tests was 52.2oF. The plot of the temperatures recorded with the thermocouple temperature logger isshown on Figure 3-4, page 6. Unlike the urban range tests, the temperatures recordedduring a FW4 test, show no constant decrease, instead, the temperatures staid relativelyconstant and increased slightly towards the end of the test. However, the smallest dropwas observed during the first 10 minutes as in the case of the UR4 test. The averagetemperature recorded with the thermocouple temperature logger at the center cabin ventwas 59.1 oF, and at mid-cabin chest level, the average was 71.2 oF.
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`18D. State of Charge Meter EvaluationThe SOC meter (Figure 3-6, page 7) is located on the right hand side of the instrumentpanel. This meter gives an estimate of the traction battery’s state of charge whenever thevehicle is on. A traction battery voltmeter is also included on the right hand side of theSOC meter, as shown in Figure 4-3 below. It gives an approximation of the actualvoltage of the traction battery.As in the 1998 S-10 Electric model, the SOC meter consists of seven major lines withhalf lines in between. The SOC meter contains a red zone at the left end occupying thearea from “E” (Empty) to the first major line. For practical convenience, Figure 3-6 wasmarked with numbers starting from 0 at E, and ending with 14 at “F” (Full). A warninglight 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.D1. DrivingThe SOC indicator rotates in a counterclockwise direction during driving. The drivingdistance was recorded using the odometer at intervals corresponding to the S-10 SOCmeter levels. Figure 3-5, page 7, can be useful in estimating the distance the vehicle cantravel at particular SOC meter levels with a consistent driving style. Figure 4-3. 1997 S-10 EV instrument panel.
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`19D2. ChargingAs shown in Figure 3-7 on page 8, the SOC meter suggests that during the first two hoursof charging, the charger provided the vehicle wit ha relatively constant peak powercharge. The power was then gradually reduced over the next 2.5 hours. A chargingprofile of this type is typical of lead-acid batteries, see Figure 3-10, page 11.E. Acceleration, Braking, and Maximum Speed TestsPerformance testing of the S-10 Electric took place at the Pomona Race Track. Arecently acquired performance-testing computer was used for the vehicle acceleration andbraking tests. The VC2000PC, by Vericom Computers, Inc., uses an accelerometer todetermine acceleration, speed, and distance 100 times per second. The sophisticatedcomputer is also able to calculate the power developed at the wheels. The average of tworuns was used for each of the acceleration tests performed. The average of the two runstakes slope and head wind into account when each test is done in opposite directions.The vehicle responded very reliably to acceleration tests, and no noticeable drop in powerwas observed as the state of charge decreased. However, acceleration times on Table 3-4, page 9, show a slight increment on each acceleration test at lower SOC. The onlyproblem observed on the S-10 occurred at take off with full throttle as some torque steerwas induced by the vehicle’s front-wheel drive system.The average acceleration time was only 4.44 seconds from 0 to 30 mph, and 13.57seconds from 30 to 60 mph. From 30 to 55 mph, acceleration took 8.69 seconds. Theseresults show that it takes about double the time to accelerate from 30 to 55 mph than whatit takes to accelerate form 0 to 30 mph.Maximum speed tests were conducted at 100% and 20% SOC. At 100% SOC, thevehicle accelerated to 70.5 mph, and at 20% SOC, it accelerated to 71.0 mph.These results suggest that the performance of the vehicle is not significantly affected by adrop in SOC as long as the SOC is within the manufacturer’s recommended operatingrange. It is important to note that the maximum speed recorded was limited by theavailable length of the test track, which was 0.6 miles.
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`20Braking distance tests were also conducted with the VC2000PC performance-testingcomputer from 25 to 0 mph. Eight runs were done for the braking distance test, four ineach 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 TestCharging of the S-10 Electric was done with a standard off-board 6.6 kW Magne ChargeInductive charger, see Figure 4-4 below. Charging from 5% to 100% SOC took from 4.5to 5 hours on most of the recharging cycles. However, charging would occasionallycontinue on low power for more than 2 hours as in the case of the 1st FW1 and 1st UR4tests. On these two tests, charging time could be affected by the vehicle’s thermal controlsystem, which monitors the temperature of the batteries to provide cooling to the batterypack. The SOC of the vehicle during the charging profile test was obtained from thecharger display at intervals of 5 minutes. Figure 4-4. Charger testing with off-board 6.6 kW inductive charger.
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`21 F1. Charger Performance at the EV Tech CenterAs shown in Table 3-5, page 10, the instantaneous peak power recorded using the BMIPower Profiler was 7.048 kW, with a current of 31.05 A rms, and a voltage of 228.7 Vrms. Both the power and displacement power factors were 0.99. The voltage totalharmonic distortion (THD) was 2.20%, the current total harmonic distortion (THD) was4.10%, and the current total demand distortion (TDD) was 4.10%. Charging of the S-10during this particular test took 4 hours and 36 minutes from 5% to 100% user SOC andconsumed 23.58 AC kWh. The vehicle was monitored for a period of 24 hours afterreaching full charge. During this 24-hour period, the vehicle consumed an average22.17 W and 0.532 kWh. Figure 4-5. BMI Power Profiler.F2. Charger Performance Test at ResidenceThe same Magne Charge inductive charger unit was used to perform the residentialcharging test. The vehicle was discharged to the same level as done for the range tests in
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`22order to collect full charge data using the BMI power profiler. The results obtained fromthis test are very similar to those obtained at the EV Tech Center. As shown in Table 3-6on 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 was228.6 V rms. The power factor was 0.99, and the displacement power factor was also0.99. The voltage total harmonic distortion (THD) was 2.0%, and the current totaldemand distortion (TDD) was 4.1%. The total energy consumption was only 0.32 kWhlower than at the EV Tech Center (23.58 kWh), and the time required to completelycharge was 4 hours and 50 minutes. All values obtained are well within the limits set bythe Infrastructure Working Council (IWC), and the Institute of Electrical and ElectronicsEngineering (IEEE) 519-1992 standard (Refer to the EV test Procedures for thesevalues).G. Sound Level TestsSound level tests were conducted using a sound level meter set at a frequency range of20Hz to 8 kHz. The measuring level was adjusted to measure sound intensity from 30 dBto 130 dB, and the sampling rate was two seconds. The sound level meter was mountedon a tripod, as seen in Figure 4-6, page 23, and placed on the vehicle’s passenger seatnear the center at chest level. As indicated by Figures 3-11, 3-12, and 3-13, pages 12-13, sound level variation duringthe urban test was broader than that from the freeway test. The average sound levelrecorded during the urban sound level test was 58.54 dB, while the average sound levelrecorded during freeway testing was 65.24 dB.Sound level was also recorded during a recharge full recharge. Figure 3-13, page 13,shows that the noise emitted from both the charger and the vehicle during recharge staysrelatively constant until the end of charge. The sound level recorded during any of thethree sound level tests does not necessarily represent the noise emitted solely form thevehicle. Although the vehicle’s windows were closed throughout the range tests, and thevehicle was placed in a well-isolated room with good noise insulation during recharge,ambient noise was also picked up by the sound level meter.
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`23 Figure 4-6. Sound level meter test setup.Sound levels were higher during freeway tests since at higher speeds the vehicle’s windnoise level is higher. For this reason, the plot of the freeway-driving test (Figure 3-11)shows a more consistent, but higher on average, noise level as compared to the urban test.
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`24APPENDIX AVEHICLE MANUFACTURER’S FACT SHEET
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`25Note: The vehicle