EV-TEST
Management Rules
(Ed. 2017)
China Automotive Technology and Research Center (CATARC)
Contents
Foreword ...................................................................................................................................................................... 3
Chapter 1 General ..................................................................................................................................................... 4
1.
Objectives ......................................................................................................................................................... 4
2.
Management body............................................................................................................................................. 4
3.
Notes on vehicle group classification ............................................................................................................... 5
4.
EV-TEST test items........................................................................................................................................... 5
5.
Assessment result .............................................................................................................................................. 9
6.
Designated website ........................................................................................................................................... 9
7.
Proprietary marking of EV-TEST ..................................................................................................................... 9
8.
Declaration ...................................................................................................................................................... 10
Chapter 2 Operation Management ...........................................................................................................................11
1.
Selection of vehicle type for assessment ..........................................................................................................11
2.
Vehicle purchase ..............................................................................................................................................11
3.
Test ...................................................................................................................................................................11
4.
Issuance of assessment results .........................................................................................................................11
5.
Fund ................................................................................................................................................................ 12
6.
Management of external persons and related affairs in the test process ......................................................... 12
7.
Treatment of objection and complaint against the assessment result .............................................................. 13
8.
Treatment of test data ...................................................................................................................................... 13
9.
Use of EV-TEST assessment results and related marking .............................................................................. 13
10.
Technical exchanges ....................................................................................................................................... 13
11.
Exchange and public propaganda events ........................................................................................................ 13
Chapter 3 Assessment Procedures .......................................................................................................................... 14
1.
Micro EV group scoring method..................................................................................................................... 14
2.
Conventional EV group scoring method ......................................................................................................... 20
3
Resultant score and star level rating................................................................................................................ 27
Chapter 4 Test Methods .......................................................................................................................................... 28
1
Scope............................................................................................................................................................... 28
2
Normative References ..................................................................................................................................... 28
3
Terms and Definitions ..................................................................................................................................... 28
4
Test Procedures for Range and Reference Energy Consumption .................................................................... 29
5
Test Method for Vehicle vs. Charge Spot Compatibility (Conductive charge) ............................................... 35
6
Test Method for Charging Rate and Charging Time ....................................................................................... 37
1
7
Test method for immunity in charge ............................................................................................................... 38
8
Test Method for Electrical Safety in Fording .................................................................................................. 39
9
Test Method for Electromagnetic protection of persons ................................................................................. 39
10
Test Method for Electromagnetic Immunity (EMI) ........................................................................................ 39
11
Test Methods of Power Performance .............................................................................................................. 40
Annex A (Normative) Temperature Measuring Positions .......................................................................................... 42
Exhibit 1 Information Feedback Sheet of Vehicle Type for EV-TEST Assessment................................................... 43
Exhibit 2 Notice on Test Execution of EV-TEST ...................................................................................................... 44
Exhibit 3 Basic Parameters of Test Vehicle of EV-TEST .......................................................................................... 45
Exhibit 4 Complaint/Appeal of Objections against Test of EV-TEST....................................................................... 46
Exhibit 5 Publicity Specimen of EV-TEST Assessment Results (Micro EV group) ................................................. 47
Exhibit 6 Flow Chart of EV-TEST Work ................................................................................................................... 49
2
Foreword
During recent years, NEV products and technologies have been fetching rapid development; meanwhile, as
motivated by multiple State policies on NEVs, e.g., governmental subsidy, etc., in China EVs have started gradually
entering the common families. Along with the phase-out of the subsidy of governmental fund as well as the
continually tightened EV standards & regulations for technical requirements, nevertheless, how to guide enterprises
to manufacture much more energy-saving & environmentally-friendly battery electric vehicles, how to popularize
'green' consumption, and how to readily help the consumers in screening out their suitable EVs from a big cluster of
vehicle types? Based on sufficient investigation & study and the assimilation of foreign experiences, and in
combination with the Chinese development level of auto standards, technologies and economy, China Automotive
Technology & Research Center (CATARC) has organized the formulation of EV-TEST (Electric Vehicle Test &
Assessment) Specifications, and issued these Management Rules.
EV-TEST focuses on various performance aspects attracting the immediate attentions of EV users in the actual
service process of vehicles; through multi-dimension objective testing, it performs all-round assessment over the
overall performance of EVs, and makes available much more comprehensive EV performance data & star rating
which are much closer to the real-world operation status.
The EV-TEST conducts performance assessment over complete vehicles of EV from five aspects, i.e., “range,
electricity consumption, charge, safety, and power performance”, featuring "strict standard, normalized test, and
independency & impartiality”; the final assessment result is presented in the form of directly quantified
comprehensive star level rating, in addition to the single-item score of performance.
Along with the incessant advances of the EV technologies and the continual improvement of related standards,
EV-TEST will get continual improvement and amendment, so as to keep improving the satisfaction of EV product
users, guiding the auto chain in realizing the 'green', low-carbon development, popularizing 'green' consumption,
motivating NEV manufactures to maintain uplifting the innovative capability & managerial proficiency, cultivating
the influential power of product brand, and promoting the healthy, sustainable development of the auto industry.
3
Chapter 1
1.
Objectives
1.1
Purposes
General
EV-TEST aims to, in consideration of the focal points of consumers, establish an independent,
impartial, and high-standard test and assessment system for the comprehensive performance of EVs.
This system will objectively depict the comprehensive performance information of EVs currently in
sales, motivate the highlighting of vehicles with excellent overall performance or salient single-item
performance, and provide the consumers with important references; moreover, it will motivate the
manufacturers to pay attentions to the improvement of EV technologies and consumers' actual
experiencing of car use, thus keeping uplifting the comprehensive performance of vehicles and the
satisfaction of users.
1.2
Explanations
(1) EV-TEST establishes the system of indices and formulates the testing and scoring methods,
specifically in consideration of the actual use conditions of EVs and the focal attentions of the
consumers upon purchase of EVs. Up to now, a series of national standards have been
formulated specifically for EVs, which, however, fail to completely cover the critical
performance indices cared by the consumers; also, whereas EV performance is largely affected
by ambient conditions and service status, the existing national standards, merely representing
the minimum requirements for vehicle admittance, cannot provide the consumers with much
more all-round information. In such context, EV-TEST, focusing on various performance
aspects immediately concerned by consumers, establishes a comprehensive test and assessment
system, citing the test methods specified in national standards, in addition to the test procedures
of some foreign leading standards; specifically, in consideration of the test items not covered
by domestic & foreign existing standards, new test methods are formulated through study.
(2) Whereas the experiencing of consumers over all-round performance of EVs comes from
various aspects, there is no way to establish a test and assessment method covering all the
performance indices, at present EV-TEST merely focuses on the critical performance involving
consumption experiencing. Affected by different road conditions, ambient conditions and
different car-using habits of different population groups, EV performance behaves somewhat
differently, while EV-TEST makes great efforts in enabling the consumers to get the assessment
results close, as much as possible, to the real-world conditions.
(3) Considering the normal offsets of vehicles and tests, vehicle manufacturer is permitted to
compare the test results of EV-TEST with the results of the tests possibly conducted by the
enterprise itself, and notify any difference found by it; meanwhile, enterprise may furnish its
test results for the comparison purpose, and, in consideration of concrete situations, the test will
be verified. Upon scoring, however, these data furnished by enterprise would not be taken as
reference, but these data will be kept secret.
(4) Along with the implementation of EV-TEST, the improvement in EV technology, and the
enhancing of related standards and test capabilities, we reserve the rights to improve the test
items, test methods as well as scoring procedures and assessment clauses, so as to provide
consumers with vehicle performance information as much as possible, enable the assessment of
EV-TEST to keep preferably close to the actual car-use experiences of consumers, keep
motivating the technical and product advances of EV manufacturers as well as the
improvement of innovative development capability & brand influential power, and promote the
sustainable development of the auto industry.
2.
Management body
China Automotive Technology and Research Center (CATARC) is the management body
of EV-TEST. The EV-TEST Management Center is specifically estebilshed for taking responsibility
4
for the EV-TEST organization and implementation, concretely concerning: finalization of yearly
plan and financial budget, selection of vehicle type for assessment, ascertaining of assessment result,
handling of disputes and hard issues, and decision of temporary matters through consultation, etc.
Under EV-TEST Management Center, there are General Affairs Department, Test and Assessment
Department,, of which the respective duties are as follows:
(1) General Affairs Department -- Proposing yearly execution plan and financial budgets; analyzing
and proposing vehicle type for assessment; purchasing vehicles; planning tests; exchanging and
communicating with enterprises; unfolding international cooperation.
Releasing EV-TEST assessment results; managing EV-TEST website and other ; special
columns of designated magazines; propaganda on mass media; carrying out business
propaganda and enhancing EV-TEST.
(2) Test and Assessment Department – Collecting related technological information; making and
amending assessment procedure; responding for technology exchange; supervising supervising
test execution; conducting assessment based on test results; managing test and assessment data.
3.
Notes on vehicle group classification
Considering the differences of various EV categories as to the corresponding target consumer
populations and use scenarios, EV-TEST, based on grouping of vehicle categories, establishes
corresponding testing & assessment methods. In consideration of the current distribution status of
vehicle types on the market, EV-TEST divides EVs into two groups for assessment, concretely:
a)
Micro EV group: Passenger car less than 4 m in length;
b)
Conventional EV group: Passenger car other than in the micro EV group.
Later on, along with the development of EV product and market, the grouping method in the revised
version of EV-TEST will be adjusted considering the actualities.
4.
EV-TEST test items
4.1
Micro EV group
The concrete assessment system of micro EV group is shown in Figure 1-1. It consists of 5 primary
indices and 14 secondary indices. For the concrete scoring method and test procedures, refer to
Chapter 3 and Chapter 4.
EV-TEST
Micro EV Group
Primary indices
Secondary
indices
Range
Electricity
Consumption
Charge
Safety
Power
Performance
Normal temperature
Normal temperature
AC charge
compatibility
Electric safety of
fording
Max. vehicle speed
AC charge time per
100km
Electromagnetic
protection associated
with human exposure
Accelerating
performance
Immunity in charge
Electromagnetic
immunity
(50-80) km/h
DC Charge
Battery system
waterproofing
High temperature
(0-50) km/h
Low temperature
Bonus score
indices
Figure 1-1 Assessment system of micro EV group
5
4.1.1
Range
1)
Normal temperature range
EV-TEST sets out the EV range test method in the normal temperature environment and under
the NEDC cycle, and this test result of range is taken as the scoring basis.
2)
High temperature range
EV-TEST sets out the EV range test method in the high temperature environment under the
NEDC cycle, with the A/C (cooling) activated; the calculated decline rate of this test result of
range relative to the normal temperature range is taken as the scoring basis.
3)
Low temperature range
EV-TEST sets out the EV range test method in the low temperature environment under the
NEDC cycle, with the A/C (heating) activated; the calculated decline rate of this test result of
range relative to the normal temperature range is taken as the scoring basis.
4.1.2
Electricity consumption (specific energy consumption)
EV-TEST sets out the EV specific energy consumption test method in the normal temperature
environment and under the NEDC cycle, and this test result is taken as the scoring basis.
4.1.3
Charge
1)
AC charge compatibility
EV-TEST sets out the test method for charge compatibility when EV becomes engaged with
AC charge spot, and the pass rate of matching with typical AC charge spots is taken as the
scoring basis.
2)
AC charge time per 100 km
It means the charge time needed by EV for the travel of 100 km. EV-TEST sets out the test and
calculation methods for EV charge time per 100 km, and the test result of AC charge time per
100 km is taken as the scoring basis.
3)
Immunity in charge
Based on the test procedures of ECE R10.04 “Uniform provisions concerning the approval of
vehicles with regard to electromagnetic compatibility” for the immunity in charge, EV-TEST
performs the immunity test against surge and electric fast transients (EFT), and evaluates the
adaptability and reliability of vehicle charge when the electric energy of grid power has severe
disturbances.
4)
DC charge (bonus item)
EV-TEST sets out the test method of DC charge compatibility; test is performed as per this
method; bonus score is granted to EVs having the DC charge function.
4.1.4
Safety
1)
Electric safety of fording
EV-TEST sets out the test method of EV fording, and whether the test result is satisfactory is
taken as the scoring basis of this item.
2)
Electromagnetic protection associated with human exposure
EV-TEST sets out the test method of EV electromagnetic field protection of persons,
determining the max. emission strength of the electromagnetic field radiations of vehicle under
charge state, constant-speed travel, abrupt accelerating/decelerating and other modes; based on
the requirements of ICNIRP (Ed. 1998) for the reference limits of general public, the min.
margin is calculated, and this margin value is taken as the scoring basis.
6
3)
Electromagnetic immunity
Test is performed based on the electromagnetic immunity test procedures of ECE R10.04
“Uniform provisions concerning the approval of vehicles with regard to electromagnetic
compatibility”, and whether the vehicle functions are normal under different electric field
strength is taken as the scoring basis.
4)
Battery system waterproofing (bonus item)
IP67 test is performed over the battery system of the vehicle under test as per GB 4208-2008
“Degrees of protection provided by enclosure (IP code)”, and enterprise's furnishing the test
report issued by test agency proving the satisfactory test result of IP67 is taken as the scoring
basis.
Note: Test agency shall be already affirmed by the State for exercising administration regarding the
“Announcement on Vehicle Manufacturers & Products” and shall already obtain the CNAS lab accreditation
regarding the items regarding the standard GB 4208-2008 “Degrees of protection provided by enclosure (IP
code)”.
4.1.5
Power performance
1)
Max. vehicle speed
EV-TEST sets out the test method for max. vehicle speed, and the test result of max. vehicle
speed is taken as the scoring basis.
2)
Accelerating properties
EV-TEST sets out the test method for accelerating properties, and the test results of
acceleration capabilities for (0 ~ 50) km/h and (50 ~ 80) km/h are taken as the scoring basis.
4.2
Conventional EV group
The concrete assessment system of conventional EV group is shown in Figure 1-2. It consists of 5
primary indices and 14 secondary indices. For the concrete scoring method and test procedures,
refer to Chapter 3 and Chapter 4.
EV-TEST
Conventional EV Group
Primary indices
Secondary
indices
Range
Electricity
Consumption
Charge
Safety
Power
Performance
Normal temperature
Normal temperature
Charge compatibility
Electric safety of
fording
Max. vehicle speed
Electromagnetic
protection associated
with human exposure
Accelerating
performance
Electromagnetic
immunity
(50-80) km/h
AC
High temperature
DC
Charge time
per 100km
AC
Low temperature
DC
(0-50) km/h
Immunity in charge
High speed
Bonus score
indices
Immunity in charge
Figure 1-2 Assessment system of conventional EV group
7
(0-100) km/h
4.2.1
Range
1)
Normal temperature range
EV-TEST sets out the EV range test method in the normal temperature environment and under
the NEDC cycle, and this test result of range is taken as the scoring basis.
2)
High temperature range
EV-TEST sets out the EV range test method in the high temperature environment under the
NEDC cycle, with the A/C (cooling) activated; the calculated decline rate of this test result of
range relative to the normal temperature range is taken as the scoring basis.
3)
Low temperature range
EV-TEST sets out the EV range test method in the low temperature environment under the
NEDC cycle, with the A/C (heating) activated; the calculated decline rate of this test result of
range relative to the normal temperature range is taken as the scoring basis.
4)
High speed range:
EV-TEST sets out the test method of EV range under the continuous high-speed travel cycle,
and the decline rate of this range test result relative to the normal temperature range is taken as
the scoring basis.
4.2.2
Electricity consumption (specific energy consumption)
EV-TEST sets out the EV specific energy consumption test method in the normal temperature
environment and under the NEDC cycle, and this test result is taken as the scoring basis.
4.2.3
Charge
1)
Compatibility
EV-TEST sets out the test method of charge compatibility when EV becomes engaged with AC
charge spot and DC charger. The pass rate of matching with typical AC charge spot and typical
DC charger is taken as the scoring basis.
2)
Charge time per 100 km
It means the charge time needed by EV for the travel of 100 km. EV-TEST sets out the test &
calculation methods for EV charge time per 100 km, and the test result of AC charge time per
100 km is taken as the scoring basis.
3)
Immunity in charge
Based on the test procedures of ECE R10.04 “Uniform provisions concerning the approval of
vehicles with regard to electromagnetic compatibility” for the immunity in charge, EV-TEST
performs the immunity test against surge and electric fast transients (EFT), and evaluates the
adaptability and reliability of vehicle charge when the electric energy of grid power has severe
disturbances.
4.2.4
Safety
1)
Electric safety of fording
EV-TEST sets out the test method of EV fording, and whether the test result is satisfactory is
taken as the scoring basis of this item.
2)
Electromagnetic protection associated with human exposure
EV-TEST sets out the test method of EV electromagnetic protection of persons, determining
the max. emission strength of the electromagnetic field radiations of vehicle under charge state,
constant-speed travel, abrupt accelerating/decelerating and other modes; based on the
requirements of ICNIRP (Ed. 1998) for the reference limits of general public, the min. margin
8
is calculated, and this margin value is taken as the scoring basis.
3)
Electromagnetic immunity
Test is performed based on the electromagnetic immunity test procedures of ECE R10.04
“Uniform provisions concerning the approval of vehicles with regard to electromagnetic
compatibility”, and whether the vehicle functions are normal under different electric field
strength is taken as the scoring basis.
4)
Battery system waterproofing (bonus item)
IP67 test is performed over the battery system of the vehicle under test as per GB 4208-2008
“Degrees of protection provided by enclosure (IP code)”, and enterprise's furnishing the test
report issued by test agency proving the satisfactory test result of IP67 is taken as the scoring
basis.
Note: Test agency shall be already affirmed by the State for exercising administration regarding the
“Announcement on Vehicle Manufacturers & Products” and shall already obtain the CNAS lab accreditation
regarding the items regarding the standard GB 4208-2008 “Degrees of protection provided by enclosure (IP
code)”.
4.2.5
Power performance
1)
Max. vehicle speed
EV-TEST sets out the test method for max. vehicle speed, and the test result of max. vehicle
speed is taken as the scoring basis.
2)
Accelerating properties
EV-TEST sets out the test method for accelerating properties, and the test results of
acceleration capabilities for (0 ~ 50) km/h, (50 ~ 80) km/h and (0 ~ 100) km/h are taken as the
scoring basis.
5.
Assessment result
Score is calculated as per the scoring method of Chapter 3 below, and the assessment results include
the final total score and the corresponding star level rating, as well as the score obtained by primary
indices; the star level corresponding to the final total score is as follows:
Final total score
Star level
≥ 90 points
★★★★★
≥ 80 and < 90 points
★★★★
≥ 70 and < 80 points
★★★
≥ 60 and < 70 points
★★
< 60 points
★
Note: To obtain the qualifications for 5-star rating, the basic score obtained by each of the 5 primary indices shall be
no less than 70 points each. If the final total score is no less than 90 points but the score of one or more primary
indices are less than 70 points, then the star level should be 4-star rating.
6.
Proprietary marking of EV-TEST
EV-TEST utilizes the dedicated font and symbol below:
1)
Dedicated font
9
2)
7.
Symbol
Declaration
EV-TEST features the EV test & assessment protocols researched and developed by CATARC.
CATARC owns all the rights over EV-TEST. Unless permitted by CATARC, no other organization is
allowed to utilize the name of EV-TEST to perform public or commercial test or assessment over
auto products, except the test resulted from the enterprise's self technology development.
The test result, resultant score and star level of the vehicle type under EV-TEST assessment only
apply to the model purchased & tested and the vehicle types of corresponding configuration. Various
parties utilizing the EV-TEST assessment result shall hold responsibility for its trueness, integrity
and accuracy.
10
Chapter 2 Operation Management
1.
Selection of vehicle type for assessment
1.1
Selection principles
Vehicle type for assessment shall be the pure electric passenger car (i.e., category M1 electric vehicle)
currently in sales.
1.2
Determination procedures
EV-TEST Management Center determines vehicle type for assessment, and the candidate vehicle
type will be notified to vehicle manufacturer, and the enterprise shall furnish the information of the
vehicle type, incl. various configurations, whether to discontinue production, dealers, etc. (see
Exhibit 1, enterprise shall fill out the Information Feedback Sheet of Vehicle Type for EV-TEST
Assessment). After the receipt of enterprises' feedback information, EV-TEST Management Center
will finally determine the vehicle types for assessment. In case no feedback information is received
from enterprise, the standard configurations of the candidate vehicle type will be based upon for
determining the information of the vehicle concerned.
2.
Vehicle purchase
After the determination of vehicle type for assessment, EV-TEST Management Center will purchase
vehicle at the dealer of this vehicle type in consideration of the vehicle type & its related
configurations and according to the random sampling principles, without notifying the manufacturer
in advance.
3.
Test
3.1
Notice on test execution
After the purchase of test vehicle, the test execution date will be determined by EV-TEST
Management Center. 12-15 days prior to the test, the manufacturer will be circulated with the Notice
on Execution of EV-TEST Test (see Exhibit 2); the contents of the notice include: test vehicle type,
configuration facts, test items, test date, etc.
3.2
Test preparations
3.2.1
Manufacturer shall, within 5 workdays after receiving the notice on test execution, furnish, to
EV-TEST Management Center, the basic information and parameter sheet of the test vehicle (see
Exhibit 3).
3.2.2
All the pre-test preparations, incl. vehicle preparation, test equipment preparation, verification of
test conditions, etc., shall be handled by professional test staff under the organization of the
EV-TEST Management Center. The technical personnel of manufacturer may have sight of the test
preparations within the specified time frame, and confirm the necessary parameters, without,
however, any operation to the vehicle or equipment/apparatus.
3.3
Execution of test
Test and data processing shall be carried out by professional test staff as per the operational
protocols, and the technical staff of manufacturer may view the test process.
3.4
Examination and finalization of assessment result
EV-TEST Management Center will periodically examine and sum up the EV-TEST test results and
the related documentary evidences furnished by enterprise, and determine the to-be-issued
information.
4.
Issuance of assessment results
4.1
Issuance pattern of result
11
It will be released in the form of total scores and the star level finally granted to the vehicle; also, the
score of each individual test item of EV-TEST will be publicized for the vehicle.
4.1.1
Explanations on vehicle configurations
Test vehicle's brand, model, basic parameters, powertrain parameters, etc.
4.1.2
Result publicity specimen and supplementary explanations
For the publicity specimen and content of test result, see Exhibit 5; where necessary, it may add (but
not limited to) the following supplementary explanations:
The star level rating in the test result only applies to the tested model and the vehicle type of
corresponding configurations.
4.1.3
Other test data in the assessment test will not be divulged to any organization other than the
manufacturer of the vehicle type.
5.
Fund
5.1
For each year, CATARC will set up the specific budget for vehicle purchase, test and management,
so as to assure the permanent, independent operation of EV-TEST.
6.
Management of external persons and related affairs in the test process
6.1
Management of persons to view the test process
6.1.1
The concrete test date/time of the vehicle type for assessment will be notified to the vehicle
manufacturer in advance, which will be simultaneously made public over the designated website of
EV-TEST.
6.1.2
Vehicle manufacturer shall, three days before the execution of test, notify the EV-TEST
Management Center of the list of the persons to view the test.
6.1.3
Upon entering the test chamber, staff of vehicle manufacturer shall show the enterprise viewer
permit.
6.1.4
Mass media interested in viewing the test shall, three days before the execution of test, submit the
application form and the list of viewers to EV-TEST Management Center, who cannot step into the
test site unless with the permission. To enter the test chamber, mass media shall show the mass
media viewer permit, and may only take pictures/videos within the time frame and zone restricted
by EV-TEST Management Center.
6.1.5
Other persons to view the test shall submit application to EV-TEST Management Center in advance;
after permission is granted, they shall show the temporary viewer permit for stepping into the test
chamber.
6.2
Management of manufacturer's staff and test related affairs
6.2.1
Staff of vehicle manufacturer may confirm the test conditions as per follows:
1)
Pre-test state of test vehicle;
2)
Explanations on pre-test A/C operations.
6.2.2
Upon making confirmation, staff of vehicle manufacturer may not touch the test vehicle. This
requirement doesn't apply, however, when the touch of vehicle is specifically demanded for the
confirmation and the consent of head of the Dept. of Test & Assessment is obtained.
6.2.3
The time for vehicle manufacturer staff to confirm is no longer than 60 minutes, which, however,
may be properly extended if appropriate excuse exists and the permission is obtained from the
responsible person of the Test & Assessment Division. Here, if proper excuse exists, the opinions
may be summed up, and, after the permission is obtained from the Test & Assessment Division, the
test conditions may be changed.
12
6.2.4
Before and during the test, staff of manufacturer may not take pictures or videos over this test,
unless with the permission of the head of the Dept. of Test & Assessment.
6.2.5
In this fording test, manufacturer staff shall furnish necessary technical supports. Unless the
permission is obtained from the head of the Test & Assessment Division, it may not perform any
operation over the test equipment.
7.
Treatment of objection and complaint against the assessment result
Manufacturer, if holding objections against assessment result, may file it at EV-TEST Management
Center in the form of complaint sheet (see Exhibit 4) within 10 days after the issuance of result.
EV-TEST Management Center shall respond within one month after the receipt of the enterprise's
complaint sheet. In case the dispute persists, EV-TEST Management Center may, at the request of
manufacturer, arrange a session for the deliberations.
In case it finds, during the complaint process, that big deviations occur with the assessment result
due to problems arising from the failure of performing operations as per the procedures in the test
execution process, assessment may be performed once more, which shall be such indicated upon
result issuance; the re-assessment expenses shall be borne by EV-TEST Management Center.
8.
Treatment of test data
All the data of the formal EV-TEST assessment & test shall be only made available, in the paid form,
to the manufacturer of the vehicle type. The purchase demands of the manufacturer of the vehicle
type, if any, shall be put forward to EV-TEST Management Center after the publicity of the test
result, and shall deliver corresponding expenses as per the provisions of EV-TEST Management
Center.
For vehicle type suffering no objection after the result issuance, if the purchase demand is not put
forward or the vehicle is not taken back 4 months after the result issuance, it is regarded to consent
to that EV-TEST Management Center may dispose at its own wills. EV-TEST Management Center
will, as per its internal documental prescriptions, retain and dispose of the vehicle.
9.
Use of EV-TEST assessment results and related marking
The results issued by EV-TEST and the related markings can be put into use by various parties free
of charge; when used for commercial purposes, however, the user must explain, to EV-TEST
Management Center, the site and pattern for the use of the markings in advance. EV-TEST
Management Center has right to put forward limitation requirements thereof.
10.
Technical exchanges
EV-TEST Management Center will hold minimum two workshops and technical exchange event
regarding EV-TEST each year, which may be integrated with the issuance event of the assessment
results. Manufacturer and related organizations may unfold exchanges and technical cooperation, in
whatever forms, with EV-TEST Management Center.
11.
Exchange and public propaganda events
EV-TEST Management Center may, based on needs, attend car shows or organize exhibitions and
other EV popularization events, in addition to unfolding exchanges of multiple forms, so as to
popularize such knowledge as EV use skills, etc.
13
Chapter 3
Assessment Procedures
1.
Micro EV group scoring method
1.1
Range
1.1.1
Normal temperature range
Test shall be performed as per Chapter 4, 4.3.6.4, by taking normal temperature range as the scoring
object, with the score obtained rounded off to the first decimal place; for the scoring method, refer to
Table 3-1:
Table 3-1
Description of index
Scoring sheet of normal temperature range
Measurement
Resultant score
(km)
Normal temperature range
< 100
0
= 100
60
= 200
100
> 200
For vehicle with range exceeding 200 km, 1 point is added for
every additional 10 km, and up to 5 points may be granted.
Note:
For range ≥ 100 km and  200 km, resultant score is 60 ~ 100 points, by linear interpolation between the values.
1.1.2
High temperature range
Test shall be performed as per Chapter 4, 4.3.6.5, by taking the calculated range decline rate of high
temperature mode relative to the normal temperature mode as the scoring object, with the score
obtained rounded off to the first decimal place; for the scoring method, refer to Table 3-2:
Table 3-2
Description of index
Range decline rate of high
temperature mode
Scoring sheet of high temperature range
Calculated value after measurement
Resultant score
≥ 40%
0
20%
80
≤ 10%
100
Note:
1) For decline rate  40% and  20%, resultant score is 0 ~ 80 points, by linear interpolation between the values;
2) For decline rate  20% and  10%, resultant score is 80 ~ 100 points, by linear interpolation between the values;
3) If the time for the interior temperature to firstly reach the target temperature is greater than 15 min, penalty score is imposed;
for the increase of every 1 min, 2 penalty points are imposed, and up to 10 penalty points may be imposed;
4) If the A/C is disabled and the interior temperature cannot satisfy the requirement, 10 penalty points are imposed.
1.1.3
Low temperature range
Test shall be performed as per 4.3.6.6 of Chapter 4 , by taking the calculated range decline rate of
low temperature mode relative to normal temperature as the scoring object, with the score obtained
rounded off to the first decimal place; for the scoring method, refer to Table 3-3:
Table 3-3
Description of index
Scoring sheet of low temperature range
Calculated value after measurement (%)
14
Resultant score
Low temperature mode range decline rate
≥ 60
0
40
80
≤ 30
100
Note:
1) For decline rate  60% and  40%, resultant score is 0 ~ 80 points, by linear interpolation between the values;
2) For decline rate  40% and  30%, resultant score is 80 ~ 100 points, by linear interpolation between the values;
3) If the time for the interior temperature to firstly reach the target temperature is greater than 15 min, penalty score is imposed;
for the increase of every 1 min, 2 penalty points are imposed, and up to 10 penalty points may be imposed;
4) If the A/C is disabled and the interior temperature cannot satisfy the requirement, 10 penalty points are imposed.
1.2
Electricity consumption
1.2.1
Normal temperature electricity consumption
Test shall be performed as per Chapter 4, 4.3.6.4, and electricity consumption shall be calculated as
per 4.3.8. For pure electric passenger car product, depending upon unladen mass (M), obtain, via
fitting, the score boundary line of electricity consumption per 100 km (Y) in the running mode: Y =
0.006  M + 8, which is taken as the benchmark of 80 points; 0.8Y is taken as the benchmark of 100
points,1.2Y, as the benchmark of 60 points, and 1.4Y, as the benchmark of 0 point; the resultant
score is rounded off to the first decimal place; for the scoring method, refer to Table 3-4:
Table 3-4
Scoring sheet of normal temperature electricity consumption
Description of index
Measurement value (kWh/100 km)
Resultant score
≥ 1.4Y
0
1.2Y
60
≤ 0.8Y
100
Electricity consumption
Note:
1) For vehicle electricity consumption  1.4Y and  1.2Y, resultant score is 0 ~ 60 points, by linear interpolation between the
values;
2) For vehicle electricity consumption  1.2Y and  0.8Y, resultant score is 60 ~ 100 points, by linear interpolation between the
values.
1.3
Charge performance
1.3.1
AC charge compatibility
5 versions of AC charge spot are used for the test; for each version of spot, the full score is 20 points,
with the total score being 100 points.
Test shall be performed as per Chapter 4, 5.3; for each version of charge spot, the scoring method is
provided in Table 3-5.
Table 3-5
Scoring sheet of AC charge compatibility
Description of index
AC charge compatibility
1.3.2
Pass status of test item
Resultant score
Three tests of 5.3.1 ~ 5.3.3 fail to pass completely
0
Three tests of 5.3.1 ~ 5.3.3 pass completely,
and four tests of 5.3.4 ~ 5.3.7 fail to pass completely
10
Seven tests of 5.3.1 ~ 5.3.7 pass completely
20
AC charge time per 100 km
Test shall be performed as per Chapter 4, 6.3, by taking AC charge time per 100 km as the scoring
15
object, with the score obtained rounded off to the first decimal place; for the scoring method, refer to
Table 3-6:
Table 3-6 Scoring sheet of AC charge time per 100 km
Description of index
Measurement value (h)
Resultant score
≥ 12
0
≤2
100
AC charge time per 100 km
Note:
For charge time  12 h and ≥2 h, resultant score is 0 ~ 100 points, by linear interpolation between the values.
1.3.3
Immunity in charge
Surge and electrical fast transients (EFT) immunity testing is performed as per the charge immunity
test procedures of ECE R10.04 “Uniform provisions concerning the approval of vehicles with regard
to electromagnetic compatibility” (see 7 of Chapter 4), and, for the scoring method, refer to Table
3-7:
Table 3-7
Description of
index
Scoring sheet of immunity in charge
Whether charge function is normal
Resultant score
Vehicle moves abnormally, or, charge fails under disturbance and cannot be manually
restored
Immunity in charge
Vehicle suffers no
abnormal moving
1.3.4
0
Charge fails under disturbance, which can be manually restored
60
Charge fails under disturbance, which can be automatically
restored; or, charge remains normal under disturbance
100
DC charge (bonus item)
Test shall be performed as per Chapter 4, 5.4.1, by taking the normal charge operation test result of
DC charge compatibility as the scoring object, and, for the scoring method, refer to Table 3-8.
Table 3-8
Scoring sheet of DC charge compatibility
Description of index
Pass status of test item
bonus score
Normal charge operation capability of
DC charge compatibility
Test of 5.4.1 fails to pass completely
0
Test of 5.4.1 passes completely
5
1.4
Safety performance
1.4.1
Electric safety of fording
Fording test is performed as per DB31/T634-2012 "Specifications for operation safety and
maintenance assurance of electric passenger cars"; after the completion of fording, insulation
resistance test is carried out as per GB/T 18384.3-2015 "Electric vehicles -- Safety specifications -Part 3: Protection of persons against electric shock". For the scoring method, refer to Table 3-9:
Table 3-9
Description of index
Scoring sheet of electric safety of fording
Test result
Resultant score
Fail
0
Pass
100
Electric safety of fording
1.4.2
Electromagnetic protection associated with human exposure
16
Test shall be performed as per Chapter 4, clause 9; vehicle's max. emission strength of
electromagnetic field is determined under the charge state, constant-speed travel and abrupt
accelerating/decelerating mode; the min. margin is calculated according to the requirements of
ICNIRP (Ed. 1998) for the reference limit for general public; this margin is taken as scoring object,
with the score obtained rounded off to the first decimal place; for the scoring method, refer to Table
3-10:
Table 3-10
Scoring sheet of electromagnetic protection associated with human exposure
Description of index
Electromagnetic protection associated with human
exposure
Allowance (dB)
Resultant score
<3
0
3
20
12
40
 30
100
Note:
1) For allowance ≥ 3 dB and  12 dB, Resultant score 20 ~ 40 points, by linear interpolation between the values;
2) For allowance ≥ 12 dB and  30 dB, Resultant score 40 ~ 100 points, by linear interpolation between the values.
1.4.3
Electromagnetic immunity
Test shall be performed as per Chapter 4, clause 10, by taking whether vehicle functions are normal
under different electric filed strength as the scoring basis; for the scoring method, refer to Table
3-11:
Table 3-11 Scoring sheet of Electromagnetic immunity
Description of index
Electric field strength (V/m)
Pass or fail
Resultant score
Fail
0
Pass
60
Fail
60
Pass
80
Fail
80
Pass
100
30
Electromagnetic
immunity
45
60
1.4.4
Battery system waterproofing (bonus item)
IP67 test is performed over the battery system of tested vehicle as per GB 4208-2008 “Degrees of
protection provided by enclosure (IP code)”; if enterprise furnishes the test report issued by test
agency proving the satisfactory result of IP67 test, then 5 bonus points will be granted.
1.5
Power performance
1.5.1
Max. vehicle speed
Test shall be performed as per Chapter 4, 11.2, by taking vehicle's max. vehicle speed as the scoring
object, with the score obtained rounded off to the first decimal place; for the scoring method, refer to
Table 3-12:
Table 3-12
Description of index
Scoring sheet of Max. vehicle speed
Measurement value (km/h)
Resultant score
< 80
0
80
60
Max. vehicle speed
17
≥ 120
100
Note:
For max. vehicle speed ≥ 80 km/h and  120 km/h, resultant score is 60 ~ 100 points, by linear interpolation between the values.
1.5.2
Accelerating properties
1.5.2.1
(0 ~ 50) km/h acceleration
Test shall be performed as per Chapter 4, 11.3.1, by taking (0 ~ 50) km/h acceleration time as the
scoring object, with the score obtained rounded off to the first decimal place; for the scoring method,
refer to Table 3-13:
Table 3-13
Scoring sheet of (0 ~ 50) km/h acceleration
Description of index
Measurement value (s)
Resultant score
≥ 10
0
≤5
100
(0 ~ 50) km/h acceleration time
Note:
For (0 ~ 50) km/h acceleration time ≤ 10 s and ≥ 5 s, Resultant score is 0 ~ 100 points, by linear interpolation between the values.
1.5.2.2
(50 ~ 80) km/h acceleration
Test shall be performed as per Chapter 4, 11.3.2, by taking (50 ~ 80) km/h acceleration time as the
scoring object, with the score obtained rounded off to the first decimal place; for the scoring method,
refer to Table 3-14:
Table 3-14
Description of index
Scoring sheet of (50 ~ 80) km/h acceleration
Measurement value (s)
Resultant score
≥ 13
0
≤8
100
(50 ~ 80) km/h acceleration time
Note:
For (50 ~ 80) km/h acceleration time ≤ 13 s and ≥ 8 s, Resultant score is 0 ~ 100 points, by linear interpolation between the values.
1.6
Allocation of weighting of assessment indices
1.6.1
Weighting of indices
For various individual assessment indices, the allocation of weighting is shown in Table 3-15:
Table 3-15 Allocation sheet of weighting of indices
Primary indices
No.
1
Item
Range
Secondary indices
Weighting
30%
2
Electricity
consumption
20%
3
Charge
20%
Tertiary indices
No.
Item
Weighting
Bonus
score
No.
Item
Weighting
1
Normal temperature range
16%
--
--
--
--
2
High temperature range
7%
--
--
--
--
3
Low temperature range
7%
--
--
--
--
1
Normal temperature
electricity consumption
20%
--
--
--
--
1
AC charge compatibility
8%
--
--
--
--
2
AC charge time per 100
7%
--
--
--
--
18
km
4
5
1.6.2
Safety
3
Immunity in charge
5%
--
--
--
--
4
DC charge
--
5
--
--
--
1
Electric safety of fording
5%
--
--
--
--
2
Electromagnetic
protection associated with
human exposure
5%
--
--
--
--
3
Electromagnetic
immunity
5%
--
--
--
--
4
Battery system
waterproofing
--
5
--
--
--
1
Max. vehicle speed
6%
--
--
--
--
1
(0-50) km/h
acceleration
5%
2
(50-80) km/h
acceleration
4%
15%
Power
performance
15%
2
Accelerating properties
9%
--
Scoring method
EV-TEST assessment results include the final total score as well as the resultant score of the five
primary indices.
The final total score is calculated with the resultant scores of primary indices and their weightings,
which is rounded off to the nearest integer; for the calculation method, see equation 3-1.
（3-1）
Where, S is final total score of EV-TEST assessment, i is the Sr. No. of primary indices, and Si and ai
are respectively the resultant score and weighting of the primary index bearing the Sr. No. of i. For
Sr. No. and weighting, see Table 3-15.
Resultant score of primary indices is calculated based on the resultant score of secondary indices,
which shall be rounded off to the nearest integer; for the calculation method, see equation 3-2.
（3-2）
Where, j is the Sr. No. of secondary indices, Qij, bij and mij are respectively the resultant score,
weighting & bonus score of secondary index bearing the Sr. No. of j under the primary index
bearing the Sr. No. of i, and ni is the total number of secondary indices contained in the primary
index bearing the Sr. No. of i. For Sr. No., weighting & bonus score, refer to Table 3-15; weighting
& bonus score, if being left blank, are deemed as 0.
For a secondary index containing tertiary indices, its resultant score is calculated based on the
resultant score and weighting of its tertiary indices, rounded off to the first decimal place; for the
calculation method, see equation 3-3.
19
（3-3）
Where, Qij and bij are respectively the resultant score and weighting of secondary indices, k is the Sr.
No. of tertiary index under this secondary index, and Pijk and cijk are respectively the resultant score
and weighting of the tertiary indices bearing the Sr. Nos. i, j & k for the primary, secondary and
tertiary indices. For Sr. No. and weighting, see Table 3-15.
2.
Conventional EV group scoring method
2.1
Range
2.1.1
Normal temperature range test
Test shall be performed as per Chapter 4, 4.3.6.4, by taking normal temperature range as the scoring
object, with the score obtained rounded off to the first decimal place; for the scoring method, refer to
Table 3-16:
Table 3-16
Description of index
Normal temperature range
Scoring sheet of normal temperature range
Measurement
Resultant score
(km)
< 100
0
100
60
250
90
350
100
> 350
For vehicle with range exceeding 350 km, 1 point is added for
every additional 10 km, and up to 5 points may be granted.
Note:
1) For range ≥ 100 km and  250 km, resultant score is 60 ~ 90 points, by linear interpolation between the values;
2) For range ≥ 250 km and  350 km, resultant score is 90 ~ 100 points, by linear interpolation between the values.
2.1.2
High temperature range test
Test shall be performed as per Chapter 4, 4.3.6.4, by taking takes the range decline rate of high
temperature mode relative to the normal temperature mode as the scoring object, with the score
obtained rounded off to the first decimal place; for the scoring method, refer to Table 3-17:
Table 3-17 Scoring sheet of high temperature range
Description of index
Range decline rate of high
temperature mode
Calculated value after measurement
Resultant score
≥ 40%
0
20%
80
≤ 10%
100
Note:
1) For decline rate  40% and  20%, resultant score is 0 ~ 80 points, by linear interpolation between the values;
2) For decline rate  20% and  10%, resultant score is 80 ~ 100 points, by linear interpolation between the values;
3) If the time for the interior temperature to firstly reach the target temperature is greater than 15 min, penalty score is imposed;
for the increase of every 1 min, 2 penalty points are imposed, and up to 10 penalty points may be imposed;
20
4) If the A/C is disabled and the interior temperature cannot satisfy the requirement, 10 penalty points are imposed.
2.1.3
Low temperature range test
Test shall be performed as per Chapter 4, 4.3.6.4, by taking takes range decline rate of low
temperature mode relative to normal temperature as the scoring object, with the score obtained
rounded off to the first decimal place; for the scoring method, refer to Table 3-18:
Table 3-18
Description of index
Scoring sheet of low temperature range
Calculated value after measurement (%)
Resultant score
≥ 60
0
40
80
≤ 30
100
Low temperature mode range decline rate
Note:
1) For decline rate  60% and  40%, resultant score is 0 ~ 80 points, by linear interpolation between the values;
2) For decline rate  40% and  30%, resultant score is 80 ~ 100 points, by linear interpolation between the values;
3)
If the time for the interior temperature to firstly reach the target temperature is greater than 15 min, penalty score is imposed;
for the increase of every 1 min, 2 penalty points are imposed, and up to 10 penalty points may be imposed;
4) If the A/C is disabled and the interior temperature cannot satisfy the requirement, 10 penalty points are imposed.
2.1.4
High speed range test
Test shall be performed as per Chapter 4, 4.3.6.4, by taking takes range decline rate of high speed
mode relative to normal temperature as the scoring object, with the score obtained rounded off to the
first decimal place; for the scoring method, refer to Table 3-19:
Table 3-19
Description of index
Scoring sheet of high speed range
Calculated value after measurement
Resultant score
≥ 45%
0
25%
80
≤ 15%
100
High speed mode range decline rate
Note:
1) For decline rate  45% and  25%, resultant score is 0 ~ 80 points, by linear interpolation between the values;
2) For decline rate  25% and  15%, resultant score is 80 ~ 100 points, by linear interpolation between the values.
2.2
Electricity consumption
2.2.1
Normal temperature electricity consumption
Test shall be performed as per4.3.6.4 of Chapter 4 , and electricity consumption shall be calculated
as per 4.3.8. For pure electric passenger car product, depending upon curb mass (M), obtain, via
fitting, the score boundary line of electricity consumption per 100 km (Y) in the running mode: Y =
0.006  M + 8, which is taken as the benchmark of 80 points; 0.8Y is taken as the benchmark of 100
points,1.2Y, as the benchmark of 60 points, and 1.4Y, as the benchmark of 0 point; the resultant
score is rounded off to the first decimal place; for the scoring method, refer to Table 3-20:
Table 3-20
Description of index
Scoring sheet of normal temperature electricity consumption
Measurement value (kWh/100 km)
Resultant score
≥ 1.4Y
0
1.2Y
60
Electricity consumption
21
≤ 0.8Y
100
Note:
1) For vehicle electricity consumption  1.4Y and  1.2Y, resultant score is 0 ~ 60 points, by linear interpolation between the
values;
2) For vehicle electricity consumption  1.2Y and  0.8Y, resultant score is 60 ~ 100 points, by linear interpolation between the
values.
2.3
Charge performance
2.3.1
Charge compatibility
1)
AC charge compatibility: 5 versions of AC charge spot are used for the test; for each version of
spot, the full score is 20 points, with the total score being 100 points. Test shall be performed as
per Chapter 4, 5.3; for each version of charge spot, the scoring method is provided in Table
3-21.
Table 3-21
Scoring sheet of AC charge compatibility
Description of index
AC charge compatibility
2)
Pass status of test item
Resultant score
Three tests of 5.3.1 ~ 5.3.3 fail to pass completely
0
Three tests of 5.3.1 ~ 6.3.3 pass completely,
and four tests of 5.3.4 ~ 5.3.7 fail to pass completely
10
Seven tests of 5.3.1 ~ 5.3.7 pass completely
20
DC charge compatibility: 5 versions of DC charger are used for the test; for each version of
charge spot, the full score is 20 points, with the total score being 100 points. Test shall be
performed as per Chapter 4, 5.4; for the scoring method of each version of charge spot, refer to
Table 3-22.
Table 3-22
Scoring sheet of DC charge compatibility
Description of index
Pass status of test item
Resultant score
Test of 5.4.1 passes
0
Test of 5.4.1 passes,
AC charge compatibility
10
Two tests of 5.4.2 & 5.4.3 fail to pass completely
Three tests of 5.4.1 ~ 5.4.3 pass completely
2.3.2
Charge time per 100 km
2.3.2.1
AC charge time per 100 km
20
Test shall be performed as per Chapter 4, 6.3, by taking AC charge time per 100 km as the scoring
object, with the score obtained rounded off to the first decimal place; for the scoring method, refer to
Table 3-23:
Table 3-23
Scoring sheet of AC charge time per 100 km
Description of index
Measurement value (h)
Resultant score
≥ 12
0
≤2
100
AC charge time per 100 km
Note:
For charge time  12 h and ≥ 2 h, resultant score is 0 ~ 100 points, by linear interpolation between the values.
2.3.2.2
DC charge time per 100 km
22
Test shall be performed as per Chapter 4, 6.3, by taking DC charge time per 100 km as the scoring
object, with the score obtained rounded off to the first decimal place; for the scoring method, refer to
Table 3-24:
Table 3-24 Scoring sheet of DC charge time per 100 km
Description of index
Measurement value (h)
Resultant score
≥3
0
≤ 0.5
100
DC charge time per 100 km
Note:
For charge time  3 h and ≥ 0.5 h, resultant score is 0 ~ 100 points, by linear interpolation between the values.
2.3.3
Immunity in charge
Surge and electrical fast transients (EFT) immunity testing is performed as per the charge immunity
test procedures of ECE R10.04 “Uniform provisions concerning the approval of vehicles with regard
to electromagnetic compatibility” (see 7 of Chapter 4), and, for the scoring method, refer to Table
3-25:
Table 3-25
Description of
index
Scoring sheet of immunity in charge
Whether charge function is normal
Resultant score
Vehicle moves abnormally, or, charge fails under of disturbance and cannot be restored
0
Immunity in charge
Vehicle suffers no
abnormal moving
2.4
Safety performance
2.4.1
Electric safety of fording
Charge fails under disturbance, which can be manually restored
60
Charge fails under disturbance, which can be automatically
restored; or, charge remains normal under disturbance
100
Fording test is performed as per DB31/T634-2012 "Specifications for operation safety and
maintenance assurance of electric passenger cars"; after the completion of fording, insulation
resistance test is carried out as per GB/T 18384.3-2015 "Electric vehicles -- Safety specifications -Part 3: Protection of persons against electric shock". For the scoring method, refer to Table 3-26:
Table 3-26
Scoring sheet of electric safety of fording
Description of index
Test result
Resultant score
Fail
0
Pass
100
Electric safety of fording
2.4.2
Electromagnetic protection of associated with human exposure
Test shall be performed as per Chapter 4, clause 9; vehicle's max. emission strength of
electromagnetic field is determined under the charge state, constant-speed travel and abrupt
accelerating/decelerating mode; the min. margin is calculated according to the requirements of
ICNIRP (Ed. 1998) for the reference limit for general public; this margin is taken as scoring object,
with the score obtained rounded off to the first decimal place; for the scoring method, refer to Table
3-27:
Table 3-27
Scoring sheet of electromagnetic protection associated with human exposure
Description of index
Allowance (dB)
Resultant score
Electromagnetic protection associated with human
<3
0
23
exposure
3
20
12
40
 30
100
Note:
1) For allowance ≥ 3 dB and  12 dB, Resultant score 20 ~ 40 points, by linear interpolation between the values;
2) For allowance ≥ 12 dB and
2.4.3
 30 dB, Resultant score 40 ~ 100 points, by linear interpolation between the values.
Electromagnetic immunity
Test shall be performed as per Chapter 4, clause 10, by taking whether vehicle functions are normal
under different electric filed intensities as the scoring basis; for the scoring method, refer to Table
3-28:
Table 3-28 Scoring sheet of Electromagnetic immunity
Description of index
Electric field strength (V/m)
Pass or fail
Resultant score
Fail
0
Pass
60
Fail
60
Pass
80
Fail
80
Pass
100
30
Electromagnetic
immunity
45
60
2.4.4
Battery system waterproofing (bonus item)
IP67 test is performed over the battery system of tested vehicle as per GB 4208-2008 “Degrees of
protection provided by enclosure (IP code)”; if enterprise furnishes the test report issued by test
agency proving the satisfactory result of IP67 test, then 5 bonus points will be granted.
2.5
Power performance
2.5.1
Max. vehicle speed
Test shall be performed as per Chapter 4, 11.2, by taking vehicle's max. vehicle speed as the scoring
object, with the score obtained rounded off to the first decimal place; for the scoring method, refer to
Table 3-29:
Table 3-29
Description of index
Scoring sheet of Max. vehicle speed
Measurement value (km/h)
Resultant score
< 100
0
100
60
120
80
≥ 160
100
Max. vehicle speed
Note:
1) For max. vehicle speed ≥ 100 km/h and  120 km/h, resultant score is 60 ~ 80 points, by linear interpolation between the values;
2) For max. vehicle speed ≥ 120 km/h and  160 km/h, resultant score is 80 ~ 100 points, by linear interpolation between the
values.
2.5.2
Accelerating properties
2.5.2.1
(0 ~ 50) km/h acceleration
24
Test shall be performed as per Chapter 4, 11.3.1, by taking (0 ~ 50) km/h acceleration time as the
scoring object, with the score obtained rounded off to the first decimal place; for the scoring method,
refer to Table 3-30:
Table 3-30
Scoring sheet of (0 ~ 50) km/h acceleration
Description of index
Measurement value (s)
Resultant score
≥6
0
≤ 3.5
100
(0 ~ 50) km/h acceleration time
Note:
For (0 ~ 50) km/h acceleration time ≤ 6 s and ≥ 3.5 s, Resultant score is 0 ~ 100 points, by linear interpolation between the values.
2.5.2.2
(50 ~ 80) km/h acceleration
Test shall be performed as per Chapter 4, 11.3.2, by taking (50 ~ 80) km/h acceleration time as the
scoring object, with the score obtained rounded off to the first decimal place; for the scoring method,
refer to Table 3-31:
Table 3-31
Scoring sheet of (50 ~ 80) km/h acceleration
Description of index
Measurement value (s)
Resultant score
≥8
0
≤3
100
(50 ~ 80) km/h acceleration time
Note:
For (50 ~ 80) km/h acceleration time ≤ 8 s and ≥ 3 s, Resultant score is 0 ~ 100 points, by linear interpolation between the values.
2.5.2.3
(0 ~ 100) km/h acceleration
Test shall be performed as per Chapter 4, 11.3.3, by taking (0 ~ 100) km/h acceleration time as the
scoring object, with the score obtained rounded off to the first decimal place; for the scoring method,
refer to Table 3-32:
Table 3-32
Description of index
Scoring sheet of (0 ~ 100) km/h acceleration
Measurement value (s)
Resultant score
≥ 28
0
≤8
100
(0 ~ 100) km/h acceleration time
Note:
For (50 ~ 80) km/h acceleration time ≤ 28 s and ≥ 8 s, Resultant score is 0 ~ 100 points, by linear interpolation between the values.
2.6
Allocation of weighting of assessment indices
2.6.1
Weighting of indices
For various individual assessment indices, the allocation of weighting is shown in Table 3-33:
Table 3-33 Allocation sheet of weighting of indices
Primary indices
Secondary indices
No.
Item
Weighting
1
Range
30%
Tertiary indices
No.
Item
Weighting
Bonus
score
No.
Item
Weighting
1
Normal temperature range
15%
--
--
--
--
2
High temperature range
5%
--
--
--
--
25
2
Electricity
consumption
20%
3
Low temperature range
5%
4
High speed range
5%
--
--
--
--
1
Normal temperature
electricity consumption
20%
--
--
--
--
--
1
AC charge
compatibility
4%
--
2
DC charge
compatibility
4%
--
1
AC charge time
per 100 km
3%
--
2
DC charge time
per 100 km
4%
1
3
Charge
5
2.6.2
8%
20%
2
4
Charge compatibility
Safety
AC charge time per 100
km
7%
3
Immunity in charge
5%
--
--
--
--
1
Electric safety of fording
5%
--
--
--
--
2
Electromagnetic
protection associated with
human exposure
5%
--
--
--
--
3
Electromagnetic
immunity
5%
--
--
--
--
4
Battery system
waterproofing
--
5
--
--
--
1
Max. vehicle speed
6%
--
--
--
1
(0-50) km/h
acceleration
4%
2
(50-80) km/h
acceleration
2%
3
(0-100) km/h
acceleration
3%
15%
Power
performance
15%
-2
Accelerating properties
9%
Scoring method
EV-TEST assessment results include the final total score as well as the resultant score of the five
primary indices.
The final total score is calculated with the resultant scores of primary indices and their weightings,
which is rounded off to the nearest integer; for the calculation method, see equation 3-4.
（3-4）
Where, S is final total score of EV-TEST assessment, i is the Sr. No. of primary indices, and Si and ai
are respectively the resultant score and weighting of the primary index bearing the Sr. No. of i. For
Sr. No. and weighting, see Table 3-33.
Resultant score of primary indices is calculated based on the resultant score of secondary indices,
which shall be rounded off to the nearest integer; for the calculation method, see equation 3-5.
26
（3-5）
Where, j is the Sr. No. of secondary indices, Qij, bij and mij are respectively the resultant score,
weighting & bonus score of secondary index bearing the Sr. No. of j under the primary index
bearing the Sr. No. of i, and ni is the total number of secondary indices contained in the primary
index bearing the Sr. No. of i. For Sr. No., weighting & bonus score, refer to Table 3-33; weighting
& bonus score, if being left blank, are deemed as 0.
For a secondary index containing tertiary indices, its resultant score is calculated based on the
resultant score and weighting of its tertiary indices, rounded off to the first decimal place; for the
calculation method, see equation 3-6.
（3-6）
Where, Qij and bij are respectively the resultant score and weighting of secondary indices, k is the Sr.
No. of tertiary index under this secondary index, and Pijk and cijk are respectively the resultant score
and weighting of the tertiary indices bearing the Sr. Nos. i, j & k for the primary, secondary and
tertiary indices. For Sr. No. and weighting, see Table 3-33.
3
Resultant score and star level rating
EV-TEST results include the final total score and its corresponding star level rating, as well as the
resultant score of primary indices. The correspondence between final total score and star level is as
follows:
Final total score
Star level
≥ 90 points
★★★★★
≥ 80 and < 90 points
★★★★
≥ 70 and < 80 points
★★★
≥ 60 and < 70 points
★★
< 60 points
★
Note: To obtain the qualifications for 5-star rating, the basic score obtained by each of the 5 primary indices shall be
no less than 70 points each. If the final total score is no less than 90 points but the score of one or more primary
indices are less than 70 points, then the star level should be 4-star rating.
27
Chapter 4 Test Methods
1
Scope
This Specification applies to category M1 battery electric vehicles.
2
Normative References
Due to the citing herewith, the provisions of the following documents form an integral part of this
Specification. As for any document with an indicated date, all the following modification sheets
(excluding any errata thereof) or revised version(s) shall not be applicable to this Specification. As
for any document without any indicated date, the latest versions shall be applicable to this
Specification.
3
GB/T 18386
Electric vehicles – Energy consumption and range – Test procedures
GB 12534
Motor vehicles – General rules of road test method
QC/T 658-2009
Road Test Method for Performance of Automobile A/C Cooling System
GB/T 18385-2005
Electric vehicles – Power performance – Test method
GB/T 19596-2004
Terminology of electric vehicles (ISO 8713: 2002, NEQ)
GB/T 18487.1-2015
Electric vehicle conductive charging system – General requirements
GB/T 27930-2015
Communication protocols between off-board conductive charger and
battery management system for electric vehicle
GB/T 20234.1-2015
Connection set for conductive charging of electric vehicles – Part 1:
General requirements
GB/T 20234.2-2015
Connection set for conductive charging of electric vehicles – Part 2: AC
charging coupler
GB/T 20234.3-2015
Connection set for conductive charging of electric vehicles – Part 3: DC
charging coupler
GB/T 18384.3-2015
Electric vehicles – Safety specification – Part 3: Protection of persons
against electric hazards
DB31/T634-2012
Safety and maintenance guarantee specifications for electric passenger cars
demonstration operating on roads
JASO TP-13002:2013
Test method for magnetic field of automobiles exposed to personal body
ECE R10.04
Uniform provisions concerning the approval of vehicles with regard to
electromagnetic compatibility
Terms and Definitions
The following terms and definitions shall apply to these Specifications.
3.1
Complete electric vehicle kerb mass
Means the complete vehicle kerb mass including the on-board energy storage.
3.2
Test mass of electric vehicle
Means the sum of the complete electric vehicle kerb mass and the supplementary mass necessary for
the test. The supplementary mass is 100 kg.
As for the passenger mass and its loading requirements, the provisions of GB/T 12534 shall apply.
28
3.3
Range
Means the maximum distance that can be traveled by the electric vehicle under certain working
conditions, with the traction battery under the fully charged status.
3.4
Charging
The AC or DC power grid (power source) is regulated to calibrated voltage/current, for providing
electric energy to EV traction battery, and, additionally, for energizing the onboard electric
equipments.
3.5
EV supply equipment; EVSE
Equipment or combined equipment, which takes charging as the purpose and has the dedicated
function of complementing electric energy to EVs.
3.6
EV charging system
A system containing EV supply equipment and fulfilling the vehicle charge related function.
3.7
DC EV charging system
A charging system providing DC power supply to EV traction battery.
3.8
AC EV charging system
A charging system providing AC power supply to EV onboard charger.
4
Test Procedures for Range and Energy Consumption
4.1
General
Below are the test procedures for range and energy consumption.
4.2
Test conditions
4.2.1
Vehicle conditions
The test vehicle shall be loaded as per the specified test mass.
The tyre inflation pressure of the test vehicle shall be adjusted as per the instructions of the
manufacturer.
All accessories shall be turned off except those required by the test procedure.
Except for the propulsion purpose, all the energy storage systems shall be charged up to the
maximum level required by the manufacturer (electric, hydraulic, and pneumatic).
The driver of the test vehicle shall, according to the operating procedures recommended by the
vehicle manufacturer, make the traction battery to operate at the normal working temperature.
Prior to the test, the test vehicle shall have accumulated a minimum of 1000 km with the traction
battery mounted thereon.
4.2.2
Environmental Conditions
Tests with dynamometers are divided into normal temperature, high temperature, low temperature,
and constant high-speed tests:
Normal temperature test is performed at the ambient temperature of (25  5)C;
High temperature test is performed under the temperature condition of (35  3)C; in the test process,
the solar irradiation strength is 850 ±45 W/m2, as set by taking the apex plane of the vehicle roof as
the benchmark position; and, during the test the A/C is activated for the cooling purpose;
Low temperature test is performed under the temperature condition of (-7  3)C, and, in the test,
the A/C is turned on for heating purpose;
29
Constant high-speed test is performed at the ambient temperature of (25  5)C.
4.3
Test procedures
4.3.1
General
The energy consumption and range tests are classified into: normal temperature test, high
temperature test, low temperature test, and constant high-speed test.
In the test process, the most economical travel mode shall be selected to carry out the range and
energy consumption testing; however, it is required that, under this mode, vehicle speed shall be
able to follow the speed profile of NEDC cycle. Failing that, it shall adopt other travel mode in
which the profile can be followed.
4.3.2
Tolerances
Speed (km/h)
The tolerances of speed and time of test cycles shall satisfy the requirements for tolerances and
reference curve as shown in Figure 4-1.
Time (s)
In the figure:
1 – Reference curve;
2 – Tolerance of speed, in km/h;
3 – Tolerance of time, in s
Figure 4-1 Reference curve and tolerances
For each point in Figure 4-1, the tolerances for speed shall be  2 km/h, and the tolerance for time
shall be  1 s.
During each drive cycle, the cumulative time permitted to exceed the range of tolerances shall not
exceed 4 s. The total duration in which the tolerances are exceeded shall be indicated in the test
report.
4.3.3
End-of-Test (EOT) criteria
4.3.3.1
Upon performing NEDC cycle specified in 4.3.6.3.1 below:
a)
For tested vehicle having the max. vehicle speed larger than or equal to 120 km/h, when it is
impossible to fulfill the tolerance requirements of 4.3.2 above, test shall be terminated;
b)
For vehicle having the max. vehicle speed less than 120 km/h, when the mode target speed
exceeds the max. vehicle speed declared for the vehicle type, the reference profile of
corresponding target speed of the mode shall be adjusted to the vehicle's declared max.
vehicle speed; here, the driver is required to fully depress the accelerator pedal, and the
vehicle's actual speed is permitted to exceed the upper tolerance limit provided in 4.3.2 above,
30
and when the lower tolerance limit provided in 4.3.2 above cannot be fulfilled, test shall be
terminated; when the target vehicle speed of the mode is less than or equal to the max. vehicle
speed declared for the vehicle type, if the tolerance requirements provided in 4.3.2 above
cannot be fulfilled, test shall be terminated.
4.3.3.2
Upon performing the constant high-speed test provided in 4.3.6.3.2 below, test shall be terminated
when the vehicle's travel speed fails to reach 90 km/h.
4.3.3.3
When the test end conditions are reached, with gear retained at the original position, enable the
vehicle to coastdown to the min. stable vehicle speed or 5 km/h, and then depress the brake pedal for
vehicle halt.
4.3.4
Initial charge of traction battery
4.3.4.1
General
Unless otherwise specified by vehicle manufacturer or traction battery manufacturer, the initial
charge of traction battery shall be performed as per the provisions of 4.3.4.2 and 4.3.4.3.
4.3.4.2
Discharge of traction battery
First, let the tested vehicle- travel at a stable speed equivalent to 70%  5% of the max. 30 minutes
speed, so as to discharge the vehicle's traction battery. The discharge shall cease when the vehicle
speed cannot reach 65% of the max. 30 minutes speed.
4.3.4.3
Charge of traction battery
4.3.4.3.1
Conventional charge
Under the ambient temperature of (25  5)C, traction battery shall be charged as per the charge
means in compliance with the requirements of Mode 2 or Mode 3, such that the traction battery
could reach the fully charged state the requirements of Mode 2 or Mode 3are defined in GB/T
20234.1-2015).
This specification excludes any other special type of charge, e.g., battery revamp or repair charge.
Vehicle manufacturer shall ensure that, in the test process, the vehicle undergoes no special charge
operations.
4.3.4.3.2
Charge-ceasing criteria
Charge time's reaching 12 h is the charge-ceasing criterion; in case the standard instrument emits a
clear-cut signal prompting the driver that the battery is not fully charged, the max. charge time is: 3
 Manufacturer claimed battery capacity (kWh) / Grid power supply (kW).
4.3.4.3.3
Fully charged battery
When the charge-ceasing criterion (see 4.3.4.3.2 above) is reached based on the conventional charge
procedures (see 4.3.4.3.1 above), it's deemed that the battery is already fully charged.
4.3.5
Pre-conditioning of soak
4.3.5.1
Prior to the start of normal temperature test, vehicle shall be soaked in the normal temperature
environment of (25  5)C for minimum 12 hours.
4.3.5.2
Prior to the start of high temperature test, vehicle shall be soaked in the high temperature
environment provided in 4.2.2 above for min. 0.5 h, during which the illuminating strength shall be
maintained at 850  45 W/m2.
4.3.5.3
Prior to the start of low temperature test, vehicle shall be placed in the low temperature environment
provided in 4.2.2 above for min. 12 h but no more than 36 h. In this period, it is required that the
hourly average ambient temperature shall be retained within (-7 ± 3)C; the transient temperature
shall be neither below -13C nor above -1C, and, within any 3 consecutive minutes, it shall be no
less than -10C or above -4C.
31
4.3.5.4
Prior to the start of constant high-speed test, vehicle shall be soaked in the normal temperature
environment of (25  5)C for minimum 12 hours.
4.3.6
Test of range
4.3.6.1
Setting of vehicle road load
Running resistance shall be set as per the provisions of GB 18352.5-2013, Appendix CH.5.1.
4.3.6.2
Setting of A/C
4.3.6.2.1
A/C setting for high temperature test
At the start of test cycle, set the A/C as per the requirements of vehicle manufacturer, such that the
average temperature of the interior test points could fall below 25C as earlier as possible; thereafter
and up till to the end of the test, it shall preferably retain it within the range no greater than 25C and
no less than 23C.
Unless vehicle manufacturer submits clear-cut operation requirements, it shall be operated as per the
step below:
a)
For automatically controlled A/C, the “Automatic Mode” shall be set, the set temperature
shall be the minimum, and the air recirculation switch shall be set to the inner
recirculation and face orientation position. For automatic A/C with forced presetting mode,
the pre-setting of the automated A/C shall apply, and, when requirements cannot be met, it
may be changed over to the manual mode for control. After the interior temperature of
vehicle reaches 25C, regulate the temperature knob, such that the average temperature of
the interior test points of vehicle should be ideally maintained within the range no greater
than 25C and no less than 23C.
b)
For manually controlled A/C, the temperature regulating switch shall be set to the max.
cooling mode position; the air flow rate switch shall be set to the max. position; and the
air recirculation switch shall be set to the inner recirculation and face orientation position.
After the interior temperature of vehicle reaches 25C, set the air flow rate switch to the
medium gear position, and regulate the temperature knob, such that the average
temperature of the interior test points of vehicle should be ideally maintained within the
range no greater than 25C and no less than 23C.
c)
For the vehicles with air outlets for middle and rear rows, the air outlets for middle and
rear rows shall be closed or plugged up. The air outlet for frontal row shall be set to the
max. aperture, with the air flow directed to the middle position.
In the test process, consecutively record, at a min. acquisition frequency of 1 Hz, the real-time
temperature change of the test points inside passenger compartment of vehicle (for the distribution
of the temperature test points, see Annex A); calculate and monitor the average temperature of all
the test points, and record the time tH for the average temperature to attain 25C for the first time.
After that and up till to the end of the test, it is required that the 10-min average of this average
temperature should be maintained within the range no greater than 25C and no less than 21C, and
the 1-min average temperature should be no greater than 28C and no less than 20C.
4.3.6.2.2
A/C setting for low temperature test
At the start of test cycle, set the A/C as per the requirements of vehicle manufacturer, such that the
average temperature of the interior test points could fall below 20C as earlier as possible; thereafter
and up till to the end of the test, it shall preferably retain it within the range no greater than 22C and
no less than 20C.
Unless vehicle manufacturer submits clear-cut operation requirements, it shall be operated as per the
step below:
a)
For automatically controlled A/C, the “Automatic Mode” shall be set, the set temperature
shall be the maximum, and the air recirculation switch shall be set to the outer
32
recirculation and foot orientation position. For automatic A/C with forced presetting mode,
the pre-setting of the automated A/C shall apply, and, when requirements cannot be met, it
may be changed over to the manual mode for control. After the interior temperature of
vehicle reaches 20C, regulate the temperature knob, such that the average temperature of
the interior test points of vehicle should be ideally maintained within the range no greater
than 22C and no less than 20C.
b)
For manually controlled A/C, the temperature regulating switch shall be set to the max.
heating mode position; the air flow rate switch shall be set to the max. position; and the air
recirculation switch shall be set to the outer recirculation and foot orientation position.
After the interior temperature of vehicle reaches 20C, set the air flow rate switch to the
medium gear position, and regulate the temperature knob, such that the average
temperature of the interior test points of vehicle should be ideally maintained within the
range no greater than 22C and no less than 20C.
c)
For the vehicles with air outlets for middle and rear rows, the air outlets for middle and
rear rows shall be closed or plugged up. The air outlet for frontal row shall be set to the
max. aperture, with the air flow directed to the middle position.
In the test process, consecutively record, at a min. acquisition frequency of 1 Hz, the real-time
temperature change of the test points inside passenger compartment of vehicle (for the distribution
of the temperature test points, see Annex A); calculate and monitor the average temperature of all
the test points, and record the time tL for the average temperature to attain 20C for the first time.
After that and up till to the end of the test, it is required that the 10-min average of this average
temperature should be maintained within the range no greater than 24C and no less than 20C, and
the 1-min average temperature should be no greater than 25C and no less than 17C.
4.3.6.3
Test cycle
4.3.6.3.1
NEDC cycle method
On chassis dynamometer, test is performed by adopting the NEDC cycle, and the test shall be
terminated when the requirements of 4.3.3 above are met.
As per the requirements of 4.3.3.1 and 4.3.3.3 above, test shall be promptly terminated when the test
end conditions are triggered. Upon stop of vehicle, record the distance D covered by the tested
vehicle, expressed in kilometer (km), with the measurement rounded off to the nearest integer;
meanwhile, record the time used, expressed in hour (h).
It shall, in the test report, present the max. vehicle speed attained in the operation test cycle of the
vehicle, as well as the average vehicle speed and travel time (h).
4.3.6.3.2
Constant high-speed method
The constant-speed test at (100  2) km/h shall be carried out. During the test, the vehicle is
permitted to stop twice, each stop not exceeding 2 minutes; as per the requirements of 4.3.3.2 and
4.3.3.3 above, test shall be promptly terminated when the test end conditions are triggered.
Record the number and duration of vehicle stop during the test. At the end of the test cycle, upon
stop of vehicle, record the traveled distance D (in km) of the test vehicle, which shall be rounded to
the nearest whole number. Such distance is the range measured under the constant high-speed
method. Meanwhile, record the time consumed thereof (in hour).
4.3.6.4
Normal temperature test
a)
Soak the vehicle in the environment of (25  5)C for min. 12 h, and perform initial charge
over traction battery (see 4.3.4 above);
b)
Within 12 h after the completion of charge over traction battery, perform the range test under
the NEDC cycle, and record the distance DN covered by the tested vehicle (see 4.3.6.3.1
33
above);
4.3.6.5
4.3.6.6
4.3.6.7
c)
After the completion of test cycle, it must, within 2 h, re-charge the traction battery again as per
the provisions of 4.3.7 below;
d)
Calculate the specific energy consumption (see 4.3.8 below);
e)
If the vehicle needs to be moved between the executions of two steps, it is not permitted to
utilize the powertrain of the vehicle to relocate the vehicle to the next test location, and, it shall
ensure that the regenerative brake system shall not function.
High temperature test
a)
Soak the vehicle in the environment of (25  5)C for min. 12 h, and perform initial charge
over traction battery (see 4.3.4 above);
b)
Within 12 h after the completion of charge over traction battery, proceed with the
preconditioning for soak as per requirements (see 4.3.5 above);
c)
At the end of soak, perform the range test under the NEDC cycle (see 4.3.6.3.1 above), and set
the A/C as per requirements (see 4.3.6.2.1), and record the distance DH covered by the tested
vehicle;
d)
After the completion of test cycle, it must, within 2 h, re-charge the traction battery again as per
the provisions of 4.3.7 below;
e)
Calculate the specific energy consumption (see 4.3.8 below);
f)
If the vehicle needs to be moved between the execution of two steps, it is not permitted to
utilize the powertrain of the vehicle to relocate the vehicle to the next test location, and, it shall
ensure that the regenerative brake system shall not function.
Low temperature test
a)
Perform initial charge over traction battery (see 4.3.4 above);
b)
Within 12 h after the completion of charge over traction battery, proceed with the
preconditioning for soak as per requirements (see 4.3.5 above)
c)
At the end of soak, perform the range test under the NEDC cycle (see 4.3.6.3.1 above), and set
the A/C as per requirements (see 4.3.6.2.2 above), and record the distance DL covered by the
tested vehicle;
d)
After the completion of test cycle, it must place the vehicle in the normal temperature
environment for (12  1) h, and re-charge the traction battery again as per the provisions of
4.3.7 below;
e)
Calculate the specific energy consumption (see 4.3.8 below);
f)
If the vehicle needs to be moved between the executions of two steps, it is not permitted to
utilize the powertrain of the vehicle to relocate the vehicle to the next test location, and, it shall
ensure that the regenerative brake system shall not function.
Constant high-speed test
a)
Soak the vehicle in the environment of (25  5)C for min. 12 h, and perform initial charge
over traction battery (see 4.3.4 above);
b)
Within 12 h after the completion of charge over traction battery, perform the range test under
the constant high-speed conditions, and record the distance DS covered by the tested vehicle
(see 4.3.6.3.2 above);
c)
After the completion of test cycle, it must, within 2 h, re-charge the traction battery again as per
the provisions of 4.3.7 below;
34
4.3.7
d)
Calculate the specific energy consumption (see 4.3.8 below);
e)
If the vehicle needs to be moved between the executions of two steps, it is not permitted to
utilize the powertrain of the vehicle to relocate the vehicle to the next test location, and, it shall
ensure that the regenerative brake system shall not function.
Charge of traction battery and energy measurement
After the completion of each test provided in 4.3.6.4 ~ 4.3.6.7, it must, within the specified time
span, connect the vehicle with the charge equipment, and fully charge the vehicle's traction battery
as per the charge specification of 4.3.4.3. Between the vehicle and the charge equipment, energy
measuring device shall be connected to determine the energy E from the charge equipment in the
charge process, expressed in kWh, with the measurement rounded off to the nearest integer.
Note: In case of mains supply break, the charge time shall be properly extended depending upon the mains supply
interruption duration. Vehicle manufacturer and the technical service dept. of the certification test lab shall probe into
the effectiveness of the charge.
4.3.8
Calculation of specific energy consumption
It shall utilize the following equation to calculate the specific energy consumption, expressed in
kWh/100 km, with the result rounded off to the second decimal place:
C = E/D  100
Where:
E -- Energy from the charge equipment in the charge process, expressed in kilowatt-hour (kWh);
D – Total distance covered during test, i.e., the range, expressed in kilometer (km).
4.3.9
Calculation of range decline rate
For range decline rate of high temperature: (DN-DH) /DN  100%, with the percentage rounded off to
the first decimal place;
For range decline rate of low temperature: (DN-DL) /DN  100%, with the percentage rounded off to
the first decimal place;
For range decline rate of high speed: (DN-DS) /DN  100%, with the percentage rounded off to the
first decimal place.
Where:
DN – Total distance covered during normal temperature range test, i.e., the range at normal
temperature, expressed in kilometer (km);
DH –Total distance covered during high temperature range test, i.e., the range at high temperature,
expressed in kilometer (km);
DL –Total distance covered during low temperature range test, i.e., the range at low temperature,
expressed in kilometer (km);
DS –Total distance covered during constant high-speed range test, i.e., the range at high speed,
expressed in kilometer (km).
5
Test Method for Vehicle vs. Charge Spot Compatibility (Conductive charge)
5.1
General
Vehicle vs. charge spot compatibility testing includes the AC charging compatibility test and the DC
charging compatibility test.
It must utilize the AC charge spot or DC charger in compliance with the requirements of GB/T
18487.1-2015, GB/T 27930-2015, GB/T 20234.1-2015, GB/T 20234.2-2015, and GB/T
20234.3-2015 to carry out the charging compatibility test.
35
For the test methods, see 5.3 and 5.4 below; record the type of charge spot used, and the detailed test
results.
5.2
Test conditions
5.2.1
Test shall be carried out in the normal temperature environment.
5.2.2
When delivered, the specimen under test needs to contain the necessary operational documents, as
well as the interface parts necessary for the connection to the test equipment (e.g., connector, charge
plug, etc.). Supplier of test specimen shall provide the limit values for the safe working of the
specimen, so as to ensure the safety of the entire test process.
5.3
AC charging compatibility test
5.3.1
Test of starting and charging phase
a)
After the insertion of plug, engage the vehicle connector; then, operate the charge spot for
starting charge, and check vehicle's charge state;
b)
After the insertion of vehicle connector, engage the plug; then, operate the charge spot for
starting charge, and check vehicle's charge state.
Vehicle shall unitarily initiate the charge, and the actual charge current value shall fulfill the
provisions of GB/T 18487.1-2015, A.3.7; in the charge process, (if charge coupler is fitted with
electronic lock) the electronic locking device shall remain locked up.
5.3.2
Test of normal cessation of charge
a)
In the normal charge process, simulate the attaining of the end-of-charge conditions preset for
the vehicle or impose charge-cessation instruction over the vehicle;
b)
In the normal charge process, operate the charge spot to cease charge.
In the process above, vehicle shall be able to cease charge, and switch S2 (in case of vehicle fitted
with S2) shall break. For the definition of switch S2, refer to GB/T 18487.1-2015, Annex A.
5.3.3
Unlatching test of mechanical lock
In the normal charge process, depress the mechanical lock and retain the unlatching state, and check
the charge state of vehicle and the voltage value of Test Point 1. For the definition of test point 1,
refer to GB/T 18487.1-2015, Annex A. Vehicle shall, within 1 s after the unlatching of mechanical
lock, reduce the charge current to the minimum (< 1 A), and then break switch S2 (in case of vehicle
fitted with S2). For the definition of switch S2, refer to GB/T 18487.1-2015, Annex A.
5.3.4
Interlocking of vehicle charging vs. travel
Test shall be performed as per the steps below:
a)
Under the cut-off state of the power supply of the vehicle's propulsion system, fully engage
vehicle connector with the vehicle inlet;
b)
Check whether the vehicle could move via its own propulsion system;
c)
Under the drivable mode of vehicle, fully engage vehicle connector with the vehicle inlet;
d)
Repeat the step in points b) above.
The vehicle shall be impossible to move via its own propulsion system.
5.3.5
Test of line break of CC
Respectively in the charge preparation phase and in the normal charge process, interrupt the CC
connection of vehicle coupler, and check the voltage value of Test Point 1 and the charge state.
In the charge preparation phase, after the line break of CC, vehicle shall be impossible to make
switch S2 (in case of vehicle fitted with S2) and enter the charge state; in the normal charge process,
36
after the line break of CC, vehicle shall, within 3 s, cease charge, and then break switch S2 (in case
of vehicle fitted with S2). For the definitions of CC, switch S2 and test point 1, refer to GB/T
18487.1-2015, Annex A.
5.3.6
Test of interruption of CP
In the normal charge process, cut off CP signal, and check the voltage value of Test Point 1 and the
charge state. Vehicle shall, within 3 s, cease charge, and then break switch S2 (in case of vehicle
fitted with S2). For the definitions of CP, switch S2 and test point 1, refer to GB/T 18487.1-2015,
Annex A.
5.3.7
Live check of non-working charge coupler
In the AC charge process, utilize universal meter to determine the terminal voltage of the DC vehicle
inlet, for which the voltage shall be 0V.
5.4
Test of DC charge compatibility
5.4.1
Test of normal operation of charge
Thoroughly engage vehicle connector with the socket-outlet, and initiate charge on the side of DC
charger; the vehicle shall be able to normally initiate the charge. After the charge-ceasing condition
is reached, vehicle shall be able to cease the charge in the normal way.
5.4.2
Interlocking test of vehicle charging vs. travel
Test shall be performed as per the steps below:
a)
Under the cut-off state of the power supply of the vehicle's propulsion system, fully engage
vehicle connector with the vehicle inlet;
b)
Check whether the vehicle could move via its own propulsion system;
c)
Under the drivable mode of vehicle, fully engage vehicle connector with the vehicle inlet;
d)
Repeat the step in points b) above.
The vehicle shall be impossible to move via its own propulsion system.
5.4.3
Live check of non-working charge coupler
In the DC charge process, utilize universal meter to determine the terminal voltage of the AC vehicle
inlet, for which the voltage shall be 0V.
6
Test Method for Charging Rate and Charging Time
6.1
Test conditions
AC charging equipment specifications: 7 kW AC charging equipment;
DC charging equipment specifications: 60 kW, 120 kW DC charging equipment;
All the charging equipments shall fulfill the requirements of GB/T 18487.1-2015, GB/T 27930-2015,
GB/T 20234.1-2015, GB/T 20234.2-2015, and GB/T 20234.3-2015.
6.2
Pre-conditioning of vehicle
Precondition the vehicle as per the method provided in 4.3.4.2 above, and the discharge shall be
performed up till to the min. SOC.
6.3
Test procedures
6.3.1
Vehicle, before the start of charging, shall be soaked in the environment of (25 ± 5)C for minimum
12 h, and shall undergo the test in this environment.
6.3.2
For AC charging test, the real-time electric quantity in the charging process shall be consecutively
37
recorded at a acquisition frequency no less than 1 Hz; when the charging equipment prompts that the
charging is completed, the charging shall end; the charging time t1 (expressed in hour, rounded off to
the second decimal place), and its corresponding electric energy E (expressed in kWh, rounded off
to the second decimal place) shall be recorded.
6.3.3
For DC charging test, the real-time electric quantity in the charging process shall be consecutively
recorded at a acquisition frequency no less than 1 Hz; the charging time t2 (expressed in h, rounded
off to the second decimal place) corresponding to 80% E shall be recorded.
6.3.4
Calculation method for charging rate:
AC charging rate: The ratio between the total electric quantity of charging energy E and the
charging time t1 (kWh/h, rounded off to the second decimal place).
DC charging rate: The ratio between 80% E and the charge time t2 (kWh/h, rounded off to the
second decimal place).
6.3.5
Calculation method for charge time per 100 km:
AC charge time per 100 km: The ratio between the normal temperature electricity consumption
measured & calculated in 4.3.6.4 above and the AC charge rate (expressed in hour, rounded off to
the second decimal place).
DC charge time per 100 km: The ratio between the normal temperature electricity consumption
measured & calculated in 4.3.6.4 above and the DC charge rate (expressed in hour, rounded off to
the second decimal place).
7
Test method for immunity in charge
7.1
General
7.2
a)
The in-cable charge box, as the standard equipment of the original vehicle, shall be utilized to
perform the test of Mode 2 charge state;
b)
Prior to test, SOC of vehicle’s traction battery shall be kept between 20% and 80%;
c)
Based on the charge immunity test procedures of ECE R10.04 “Uniform provisions concerning
the approval of vehicles with regard to electromagnetic compatibility”, and with reference to
the immunity test methods for surge and electrical fast transients (EFT), the typical disturbance
patterns from power grid are simulated to assess the reliability of charge process and the charge
stability under disturbance. The surge immunity test levels are adopted according to ECE
R10.04: the “line-line” differential-mode test level is 1,000 V, and the “line-earth”
common-mode test level is 2,000 V. The EFT immunity adopts the 2,000 V level as required in
ECE R10.04;
d)
Test process shall proceed sequentially from the low to high test levels; regarding surge, it shall
sequentially carry out the “line-earth” 500 V, “line-line” 500 V, “line-earth” 1,000 V, “line-line”
1,000 V and “line-earth” 2,000 V level tests; regarding EFT, it shall sequentially carry out the
500 V, 1,000 V, and 2,000 V level tests.
Charge surge immunity test
Method and steps of test:
a)
Vehicle shall be immobilized on the earthed metallic panel;
b)
All equipments which can be switched on permanently by the driver or passenger should be
OFF;
c)
Connect the surge generator and coupling/decoupling network in compliance with the
requirements of IEC 61000-4-5 to the charge cord, and activate the onboard charge mode;
d)
Apply ±2000V test voltage in open circuit between line and earth and ±1000V between lines
(pulse 1.2 µs / 50 µs), with a rise time (Tr) of 1.2 µs, and a hold time (Th) of 50 µs. Each surge
38
shall be applied five times with a maximum delay of 1 minute between each pulse. This has to
be applied for the following phases: 0°, 90°, 180°and 270°;
e)
7.3
At the end of test, record vehicle charge state.
EFT immunity test
Method and steps of test:
8
a)
Vehicle shall be immobilized, on the earthed metallic panel;
b)
All equipment which can be switched on permanently by the driver or passenger should be
OFF;
c)
Connect the EFT generator and coupling/decoupling network in compliance with the
requirements of IEC 61000-4-4 to the charge cord, and activate the onboard charge mode;
d)
Apply ±2000V test voltage in open circuit, with a rise time (Tr) of 5 ns, and a hold time (Th) of
50 ns and a repetition rate of 5 kHz for at least 1 minute;
e)
At the end of test, record vehicle charge state.
Test Method for Electrical Safety in Fording
Based on the standards DB31/T634-2012 "Specifications for operation safety and maintenance
assurance of electric passenger cars" and GB/T 18384.3-2015 "Electric vehicles -- Safety
specifications -- Part 3: Protection of persons against electric shock"
Note: For this test, the test conditions and limit requirements shall comply with DB31/T634-2012, and the test
method shall comply with GB/T 18384.3-2015.
9
Test Method for Electromagnetic protection associated with human exposure
Based on the standard JASO TP-13002: 2013 “Measurement methods for electromagnetic field of
vehicles with regarding to the human exposure”.
10
a)
Test site may be either indoors or outdoors; the exposure to environmental electric field and
magnetic field shall be lower than 10% of the limits; if dynamometer is used for test, load shall
be exerted as real road;
b)
All the onboard equipment generating constant electric field & magnetic field radiations should
be activated and set to the highest output level, e.g., heating motor, wiper motor, etc.; effects of
transient onboard equipments are disregarded, e.g., horn, mirror motor, vehicle lock motor, etc.;
c)
All the adjustable seats shall be adjusted to the center position in the longitudinal movable
range and to the lowest position in the vertical movable range. All the angle-adjustable
seatback shall be adjusted to the (15  5)°backward titling angle;
d)
In the test process, SOC of vehicle’s traction battery SOC shall be kept between 20% and
80%;, Firstly, the vehicle shall be kept at a constant speed of 40 km/h  20%; using
omnidirectional near-field measuring equipment which could cover the 10 Hz ~ 400 kHz bands,
the head, chest and genitals locations of each seat in the vehicle should be test respectively and
find out the maximum exposure location; then, final test in this location should be taken in the
worst case scenario, using full throttle acceleration method.; This final measurement result is
taken as the scoring basis. Finally, based on the test result of the frequency domain in the worst
case scenario, proceed with the scoring according to the margin of (approaching degree to)
limiting line for the reference limits for general public of the ICNIRP (Ed. 1998).
Test Method for Electromagnetic Immunity
Based on the electromagnetic immunity test procedures, frequency range and level requirements of
ECE R10.04 “Uniform provisions concerning the approval of vehicles with regard to
electromagnetic compatibility”, it proposes the much more rigor test requirement comparing to the
regulation limit 30 V/m, i.e., the full-score requirement of 60V/m, which is also the field strength
39
commonly adopted in company standards of automakers. In the test, the vehicle shall operate on
dynamometer at the speed of 50 km/h; and, in the entire test process, the vehicle speed fluctuation
shall not exceed  10%, the lighting, wiper, horn, airbag, adjustable seat, and the flashing frequency
of hazard warning lamps should not suffer obvious changes.
Method and steps of test:
a)
This test shall be performed on dynamometer in anechoic chamber;
b)
In the test process, vehicle speed shall be stabilized at 50 km/h;
c)
Vehicle state setting is as follows: Dipped beam activated, wiper operated at the highest rate,
direction indicator lamp on driver side activated, adjustable suspension placed at center, seat
adjusted to the middle of adjustable range, horn deactivated, airbag and restraint system in
normal operation, automatic door closed, and braking system in normal operation;
d)
The immunity to electromagnetic radiation adopts the substitution method and the vertical
polarization direction; within the frequency range of 20 MHz ~ 800 MHz, utilize the AM
modulation means, 1 kHz modulating signal, and 80% modulating depth; within the frequency
range of 800 MHz ~ 2,000 MHz, utilize the PM modulation means, 577 μs pulse width, and
4,600 μs cycle;
e)
In the test process, observe any abnormal phenomena; failure criteria include: vehicle speed
change exceeding  10% of normal speed, dipped beam OFF, wiper halted completely, flashing
frequency of direction indicator lamp lower than 0.75 Hz or greater than 2.25 Hz, duty cycle
less than 25% or greater than 75%, suspension height changed apparently, seat position change
by more than 10%, alarm emitted, vehicle horn activated, airbag activated, automatic door
opened, stop lamps lit-up.
11
Test Methods of Power Performance
11.1
Test conditions
Upon test, set the driving gear position of vehicle to the most powerful kinetic output mode and the
SOC of traction battery must be above 80%.
The road resistance should be set according to prescriptions of CH.5.1 of GB 18352.5-2013.
11.2
Test for max. vehicle speed
11.2.1
Load the tested vehicle to the test mass, and the added load shall be rationally distributed.
11.2.2
On a linear track or circular track, accelerate the tested vehicle, such that the vehicle could attain the
max. stable speed before entering the measuring zone; and retain this vehicle speed for the
continuous travel for 1 km (length of the measuring zone). Record the time t1 for the vehicle to keep
traveling for 1 km.
11.2.3
Immediately after that, perform the test run in the reverse direction, and record the time t2 to cover
the distance.
11.2.4
The max. vehicle speed should be calculated according to the following equation:
V = 3600/t
Where :
V – Max. actual vehicle speed, (km/h);
t – Arithmetic average of the time measured for the two runs of continuously travelling for 1 km
each (t1+ t2)/2, (s).
11.3
Test for acceleration capability
40
11.3.1
Test for (0 ~ 50) km/h acceleration capability
11.3.1.1
Load the test vehicle to the test mass, and the added load shall be rationally distributed.
11.3.1.2
Place the test vehicle at the initial position of the test road, and start up the vehicle.
11.3.1.3
Rapidly, completely press down the accelerator pedal, enabling the vehicle to be accelerated to (50 ±
1) km/h.
11.3.1.4
Record the time from the moment when the accelerator pedal is depressed to the moment when
vehicle speed attains (50 ±1) km/h.
11.3.1.5
Repeat the test in the opposite direction.
11.3.1.6
The (0 ~ 50) km/h acceleration capability is the arithmetic average of the time measured in the two
runs (Unit: s).
11.3.2
Test for (50 ~ 80) km/h acceleration capability
11.3.2.1
Load the test vehicle to the test mass, and the added load shall be rationally distributed.
11.3.2.2
Place the test vehicle at the initial position of the test road, and start up the vehicle.
11.3.2.3
Accelerate the test vehicle to (50 ± 1) km/h, and retain this vehicle speed for the travel of minimum
0.5 km.
11.3.2.4
Rapidly, completely press down the accelerator pedal, enabling the vehicle to be accelerated to 80
km/h.
11.3.2.7
Record the time from the moment when the accelerator pedal is depressed to the moment when
vehicle speed attains (80 ± 1) km/h; given max. vehicle speed below 80 km/h, it is acceptable if the
max. vehicle speed is reached, in which case the final vehicle speed shall be recorded in the report.
11.3.2.6
Repeat the test in the opposite direction.
11.3.2.7
The (50 ~ 80) km/h acceleration capability is the arithmetic average of the time measured in the two
runs (Unit: s).
11.3.3
Test for (0 ~ 100) km/h acceleration capability
11.3.3.1
Load the test vehicle to the test mass, and the added load shall be rationally distributed.
11.3.3.2
Place the test vehicle at the initial position of the test road, and start up the vehicle.
11.3.3.3
Rapidly, completely press down the accelerator pedal, enabling the vehicle to be accelerated to (100
±1) km/h.
11.3.3.4
Record the time from the moment when the accelerator pedal is depressed to the moment when
vehicle speed attains (100 ±1) km/h.
11.3.3.5
Repeat the test in the opposite direction.
11.3.3.6
The (0 ~ 100) km/h acceleration capability is the arithmetic average of the time measured in the two
runs (Unit: s).
41
Annex A
(Normative)
Temperature Measuring Positions
A.1
Temperature measuring point is arranged for each occupant seat of the front row. Seat allowing
longitudinal adjustment shall be locked at the middle position or at a rearward position most adjacent to
the middle position. Seat allowing separate height adjustment shall be adjusted to the manufacturer's
design position or the lowest position. Seatback angle shall be adjusted to the manufacturer's design angle
or the position inclining backwards by 25°relative to the vertical plane.
A.2
For the position of temperature measuring points, see Figure A.1.
Unit : mm
O – Temperature measuring point
Figure A.1 Positions of temperature measuring point
________________________
42
Exhibit 1
Information Feedback Sheet of Vehicle Type for EV-TEST Assessment
Vehicle manufacturer
Model of vehicle
(Announcement model)
Trademark of product
Market entry date of latest
variant
Total sales / Sales of this
configuration version
Commercial model (market
model designation)
Contour
dimensions
Mass
E-motor (in case
of several
e-motors,
additional sheets
shall be
appended)
L ×W × H (mm)
Gross vehicle weight (kg)
Complete vehicle kerb mass (kg)
Category of e-motor
E-motor manufacturer
Rated Voltage (V)
Max. power/Rated power (kW)
Max. torque/Rated power (N.m)
Battery category
Basic parameters and
configurations of vehicle
Rated capacity (Ah)
Rated energy(kWh)
Battery
Rated voltage (V)
Range of voltage (V)
Min. tolerable temperature for low-temperature charge(°C)
Category of thermal management system of battery
With warm-up function for low-temperature charge
Type of
drive-system
Braking system
In-production information
or modification plan
FWD/RWD/AWD
Control means (mechanical, hydraulic or pneumatic)
Type of wheel-margin braking (disc or drum type)
Production to be discontinued within one year to come? If yes, when?
Vehicle body □
Safety configurations □
Which type of modification is ongoing?
Yes □
No □
Construction □
Others □
Is yes, market entry date of the modified version?
Information of franchised
store
Contact information of
enterprise
Please furnish the information of large-size franchised stores in Beijing-0Tianjin region and other
areas: (Please append pages)
If, for this vehicle type, franchised store has no vehicle available, is it permitted to pick vehicle on
production line?
Yes □ No □
Contact person
Phone/mobile
Post code
Facsimile
Postal address
Sign by person-in-charge or
common seal of enterprise
YY MM DD
Note: The information filled out concerns the facts of the version of the vehicle type presenting the biggest sales volume; related
documentary evidences shall be attached;
If enterprise is interested in having its other vehicle type assessed, which has a certain sales volume, then the vehicle type
information may also be furnished as required above, such that it could be inserted in the list of candidate vehicle types.
43
Exhibit 2
Notice on Test Execution of EV-TEST
Vehicle manufacturer
Model of vehicle
Configurations
Test content and test execution date
Range test
YY
MM ~
YY
MM
Electricity consumption test
YY
MM ~
YY
MM
Charge test
YY
MM ~
YY
MM
Safety test
YY
MM ~
YY
MM
Power performance test
YY
MM ~
YY
MM
Matters deserving attentions
Contact person
Contact phone
number
Facsimile
Common seal of entity
YY MM DD
44
Exhibit 3
Basic Parameters of Test Vehicle of EV-TEST
Filled out on:
DD
MM
Trademark & designation of vehicle
Commercial
model
Vehicle maker
Announcement
model
Vehicle identification number (VIN)
Vehicle production date
Contour
dimensions
L ×W × H (mm)
wheel base (mm)
Gross vehicle weight (kg)
Mass
Complete vehicle kerb mass (kg)
axle load distribution
(unladen)
axle load distribution (laden)
Category of e-motor
Basic
parameters
and
configurations
of vehicle
E-motor (in case
of several
e-motors,
additional sheets
shall be appended)
E-motor manufacturer
Rated Voltage (V)
Max. power/Rated power (kW)
Max. torque/Rated power (N.m)
Battery category
Rated capacity (Ah)
Rated energy (kWh)
Rated voltage (V)
Battery
Range of voltage (V)
Min. tolerable temperature for low-temperature charge （°
C）
Category of thermal management system of battery
With warm-up function for low-temperature charge
Type of
drive-system
Braking system
FWD/RWD/AWD
Control means (mechanical, hydraulic or pneumatic)
Type of wheel-margin braking (disc or drum type)
(0 ~ 50) acceleration time （s）
(50 ~ 80) acceleration time（s）
Power
performance
(0 ~ 100) acceleration time（s）
Top vehicle speed（km/h）
Max. 30 min vehicle speed（km/h）
Vehicle
performance
parameters
Range and
electricity
consumption
Range (NEDC) (km)
Range (60 km/h)(km)
Electricity consumption per 100 km (NEDC) (kWh/100 km)
AC Charge time (h )
Charge
DC Charge time (h)
AC charge specifications and requirements (voltage, power)
DC charge specifications and requirements (voltage, power)
45
YY
Exhibit 4
Complaint/Appeal of Objections against Test of EV-TEST
Manufacturer
(common seal chopped)
DD
MM
YY
MM
YY
Model of vehicle
Test date/time
Test item for which
compliant/appeal is put forward
Compliant/appeal causes
Date/time of re-test applied for
Handling opinions
(common seal chopped)
DD
46
Exhibit 5
Publicity Specimen of EV-TEST Assessment Results (Micro EV group)
2017 edition
Micro EV group
Model of vehicle:
Comprehensive
star level
Range
Power performance
Electricity
consumption
(Picture of test vehicle)
Charge
Safety
Primary indices
Item
Range
Electricity consumption
Secondary indices
Score
Item
Tertiary indices
Score
Item
Score
Normal temperature range
--
High temperature range
--
Low temperature range
--
Normal temperature electricity
consumption
--
Charge compatibility
AC
Charge time per 100 km
AC
Charge
Immunity in charge
--
DC charge (bonus item)
--
Electric safety of fording
--
Electromagnetic protection
associated with human exposure
--
Electromagnetic immunity
--
Safety
Battery system waterproofing
(bonus item)
Max. vehicle speed
--
Power performance
(0 ~ 50) km/h acceleration time
Accelerating properties
(50 ~ 80) km/h acceleration time
Released on：
47
DD
MM
YYYY
Publicity Specimen of EV-TEST Assessment Results (Conventional EV group)
2017 edition
Conventional EV group
Model of vehicle:
Comprehensive
star level
Range
Power performance
Electricity
consumption
(Picture of test vehicle)
Charge
Safety
Primary indices
Item
Secondary indices
Score
Item
Tertiary indices
Score
Item
Score
Normal temperature range
--
High temperature range
--
Low temperature range
--
high speed range
--
Normal temperature electricity
consumption
--
Range
Electricity consumption
AC
Charge compatibility
DC
Charge
AC
Charge time per 100 km
DC
Immunity in charge
--
Electric safety of fording
--
Electromagnetic protection
associated with human exposure
--
Electromagnetic immunity
--
Safety
Battery system waterproofing
(bonus item)
Max. vehicle speed
-(0 ~ 50) km/h acceleration time
Power performance
Accelerating properties
(50 ~ 80) km/h acceleration time
(0 ~ 100) km/h acceleration time
Released on：
48
DD
MM
YYYY
Exhibit 6
Flow Chart of EV-TEST Work
Determine candidate vehicle type
Genaral Affairs Department
Enterprise feedback of vehicle type
information (Exhibit 1)
Determine vehicle type for
assessment for the year
Vehicle purchase
Determine test execution date
Notice on test execution (Exhibit 2)
Range & electricity consumption test
Charge test
Test and Assessment Department
EV-TEST Management Center
Enterprise furnishing test vehicle
parameters (Exhibit 3)
Power performance test
Fording test
EMC test
Test report, and scoring of result
Release of result (Exhibit 5)
Mass media propaganda
Treatment of objections (Exhibit 4)
49