WLTP validation test results for BEV(i-MiEV) & OVC-HEV (Prius PHV)

1. WLTP validation test results for BEV(i-MiEV) & OVC-HEV (Prius PHV) National Traffic Safety and Environment Laboratory WLTP-DTP-ElabProc-071rev

2. BEV Validation Test Results (i-MiEV) Vehicle condition: 2009 Model Odometer : 7352 km (before the test) *) note : stop conditions are slightly different from draft gtr requirement

3. Energy vs Driving Distance

4. The vehicle’s behavior in ends of test drives Speed pattern Speed pattern Speed pattern Speed pattern Speed pattern Speed pattern Measured speed Measured speed Measured speed Measured speed Measured speed Measured speed ≪High≫ ≪Low≫ 4s deviation 41st cycle 26th cycle Battery indicator Time (sec) ≪ex-High≫ 42nd cycle Battery indicator Battery indicator 10th cycle Time (sec) Time (sec) ≪all≫ ≪Mid≫ Battery indicator Battery indicator 5th cycle 24th cycle Time (sec) Time (sec) The test vehicle was controlled to trace each speed pattern in tests as much as the driver was able to do.

5. Additional information Fluctuations after charge completion are not observed on this vehicle. ＜example ＞ 26 June 2012Start of Charging at am 9:00 26 June 2012Charging current became Zero at pm4:00 Accumulated charged energy was16.5729kWh. 27 June 2012 plug-off at am 9:00 Accumulated charged energy was16.5729kWh.

6. OVC-HEV Validation Test Results (Prius PHV) Vehicle condition: 2012 Model Odometer : 4311 km (before the test) Note : apply current Japanese regulation for calculation

7. Charged Energy Profile (Prius PHV)

8. CD  CS Transient Profile Apply current Japanese regulation. This will be reviewed with other validation results.

9. Comparison of each phase Results (Prius PHV) ※ The electric energy was measured before tests, Need further analysis whether combined (all phases and/or specific phases) results can be obtained from each phase result or not. If not, independent combined test is necessary.

10. Fuel Consumption in CS Operation ≪Low≫ ≪Hi≫  Fuel consumption was increased as the increase of speed. ≪Ex-Hi≫ ≪All≫ ≪Mid≫

11. CO2 emission in CS operation ≪Low≫ ≪Hi≫ ≪Ex-Hi≫ ≪All≫ ≪Mid≫

12. Additional Pollutants in CS operation No obvious relationship between the AP constituents and ΔAh was observed

13. Additional information Fluctuations in charging were not observed. hours

14. appendix

15. Utility Factor used for this study (i.e. defined in Japanese regulation) UF = 0.57 Rcd = 35.5 km

16. Calculation formulas Engine start cycle CD Running Ratio during transition cycle Transition cycle CO2(CS cold) - CO2(2nd cycle) k = First CS cycle CO2(1st cycle) CD range Rcd = 23,262×(1+k) Equivalent EV range CO2(CS cold) - CO2(1st cycle) 23,262× Rev = ＋ CO2(CS cold) CO2(CS hot) - CO2(2nd cycle) CO2(CS hot) 1 CS Fuel Economy (FEcs) = 0.25 0.75 ＋ CO2(CS cold) CO2(CS hot) k/(23,262) CD Fuel Economy (FEcd) = 1 k ＋ FE(1st cycle) FE(2nd cycle)

17. Calculation functions 1 Combined Fuel Economy = UF=0.57(@Rcd) UF 1-UF ＋ FEcd FE(cs) Rev Electricity Power efficiency = AC Charged Energy kWh

18. Vehicle spec. Vehicle weight [kg] 1,100 Permanent magnet synchronous motor Type Max. output [kW/min-1] 47 / 3,000 ～ 6,000 Motor Max. torque [Nm/min-1] 180 / 0 ～ 2,000 Max. speed [min-1] 8,500 Type Lithium-ion cells 330 Drive battery Rated voltage [V] Rated capacity [kWh] 16 2009 years model Control system Inverter control Driving method Rear-wheel drive Non-blended regenerative brakesystem Vehicle condition (7/2012) Odometer : 5269 km

19. Chassis dynamometer Operation room Vehicle test room <MEIDACS – DY6200P> <Dynamo meter （Fr or Rr or 4WD）> Alternating current system 　　　・Absorption power : 220kW 　　　・Motoring power : 200kW Electrical inertia method 　　　・2WD total : 570 – 2750 kg 　　　・4WD total : 800 – 3500 kg

20. Measurement machine Prove CAN monitor Front PC Data logger telecommunication equipment Rear ・Vehicle speed ・Battery voltage ・Motor current ・Accessory current ・Air-conditioner / Heater current ・Outdoor / Room temperature Connector