wltc validation test 1 - unece homepage status 12092011 supplemental document wltc validation test 1...

WLTP-DTP-Current Status 12092011

Supplemental document

WLTC Validation test 1~ Progress report by JARI ~

Prepared by JARI

DHC groupunder GRPE/WLTP informal groupunder GRPE/WLTP informal group

12-14 September 2011Bern, Switzerland

Japan Automobile Research Institute 1

Bern, Switzerland


Supplemental documentTable of contents

1. Purpose2 Test method2. Test method

2.1. Test cycle2 2 Test vehicles2.2. Test vehicles2.3. Test facility2 4 T t t i2.4. Test matrix2.5. Evaluation Items and Test Criteria

3. Test result3.1. Vehicle A3.1. Vehicle A3.2. Vehicle B

4 Tentative SummaryJapan Automobile Research Institute 2

4. Tentative Summary


Supplemental document1. Purpose

Validate the WLTC ver.2 from the following view points

(1) Drivability Smooth throttle operationSmooth throttle operationappropriate shift points

Option A: Fixed gear shift (Japan proposal)Option B: Unique shift point (Mr. Steven’s proposal)

Clutch off pointsMode traceabilityMode traceabilitySlip

(2) Reproducibility( ) p y

Based on validation test results, the WLTC may be modified with DHC member agreement


modified with DHC member agreement.


Supplemental document2.1. Test cycle

140

160

6

8Low phase

Middle phase

[WLTC ver.2]Low phase: 589 s Middle phase: 433 s

80

100

120

eed

(km

/h)

0

2

4

erat

ion

(km

/h/s

)

p

0

20

40

60Sp

-8

-6

-4

-2

Acc

ele

0 100 200 300 400 500 600 700 800 900 1000Time (s)

140

160

6

8Middle phaseHigh phaseExtra high phase

High phase: 455 s Extra high phase: 323 s

60

80

100

120

peed

(km

/h)

2

0

2

4

lera

tion

(km

/h/s

)

Extra-high phase

0

20

40

60S

-8

-6

-4

-2

Acc

e


1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000Time (s)


Supplemental document2.2.1. Test vehiclesVehicle A: DAIHATSU MOVE Vehicle B: TOYOTA DYNA (GVW: 3.3 t)Vehicle A: DAIHATSU MOVEPassenger car, 660 cc, CVT, 46.3 kW/t*

Vehicle B: TOYOTA DYNA (GVW: 3.3 t)Light duty vehicle, 1998 cc, 5MT, 55.7 kW/t*

Vehicle C: HONDA S2000 (under analysis)Passenger car, 2200 cc, 6MT, 141.3 kW/t*

Vehicle D: SUZUKI CARRY (under analysis)Light duty vehicle, 660 cc, 5MT, 45.5 kW/t*

Japan Automobile Research Institute 5*) Power to mass ratio on curb weight: max rated power / curb weight



Vehicle A Vehicle B Vehicle C Vehicle DVehicle ID

2.2.3. Test vehiclesVehicle A Vehicle B Vehicle C Vehicle D

Passenger car LDCV Passenger car LDCVDAIHATSU TOYOTA HONDA SUZUKI

MOVE DYNA S2000 TypeS CARRYDBA-LA100S ABF-TRY230 ABA-AP2 EBD-DA63T

Curb weight kg 820 1,760 1,260 770Riding capacity persons 4 6 2 2

Vehicle IDVehicle categoryManufactureModel nameVehicle model

Riding capacity persons 4 6 2 2Maximum load kg - 1,250 - 350Gross vehicle weight kg 1,040 3,340 1,370 1,230Engine type KF １TR F22C K6AFuel type (Diesel/Gasoline/LPG) Gasoline Gasoline Gasoline GasolineEngine features 3 cylinders 4 cylinders 4 cylinders 3 cylindersEngine displacement cc 658 1 998 2 156 658

Body

Engine displacement cc 658 1,998 2,156 658Maximum rated power kW 38 98 178 35Engine speed @ Max. power 1/min-1 7200 5600 7800 5500Maximum torque Nm 60 182 221 62Engine speed @ Max. torque 1/min-1 4000 4000 6500-7500 4000Engine speed @ Idling 1/min-1 800 700 900 900Exhaust gas after treatment device

Engine

Exhaust-gas after treatment device(TWC, DPF, Urea SCR, etc) TWC TWC TWC TWC

Drive system 2D-2 2-4D 2-2D 2-2DTransmission type CVT 5MT 6MT 5MT

1st 5.146 3.133 5.1062nd 2.780 2.045 3.0173rd 1 509 1 481 1 9083rd 1.509 1.481 1.9084th 1.000 1.161 1.2645th 0.830 0.942 1.0006th - 0.763 -7th - - -

Final drive ratio 5.444 4.100 1st: 1.2082nd: 4 100 5.375

Transmission 3.327 ~ 0.628Transmission gear ratio

2nd: 4.100Front tire size m 155/65R14 75S 175/75R15 215/45R17 145R12-6PR LTRear tire size m 155/65R14 75S 145R13 245/40R17 145R12-6PR LTDynamic radius of driving tire m 0.273 0.313 0.305 0.261Maximum speed km/h 130 135 180 100Power to mass ratio on curb mass KW/t 46.3 55.7 141.3 45.5Drive train coefficient - - 0 354 0 266 0 185

Performance

Tiers


Drive train coefficient - - 0.354 0.266 0.185Gear shift indicator Y/N N N N NIdling stop system Y/N N N N NCruise control Y/N N N N N

Odometer km 4,500 1,000 20,000 3,000

Instruments andControls


Supplemental document2.3. Test facilityCVS(Constant Volume Sampler)Driver’s AidCVS(Constant Volume Sampler)Driver’s Aid (Constant Volume Sampler)

Cooling Fan

Driver s Aid (Constant Volume Sampler)

Cooling Fan

Driver s Aid

Chassis Dynamometer

220kW AC-DY

Sampling Bag

Chassis Dynamometer

220kW AC-DY

Sampling BagSampling BagSampling Bag

CHDY Controller RecorderComputer Gas Analyzer CVS ControllerCHDY Controller RecorderComputer Gas Analyzer CVS Controller

SpecificationLaboratory Japan Automobile Research Institute (JARI)

ItemLaboratory Japan Automobile Research Institute (JARI)Drive system FF, FR, 4WDCHDY Type Oil floated cradle AD-DY

Rated power 220 kW (absorption), 200 kW (drive)Rollar Size φ1219.2 mm x 800 mm

Material & surface Iron & sprayed surface (Tungsten carbide)Inertia system Electric inertia compensationInertia range 2WD 455 ~ 3500 kg

4WD 800 ~ 3500 kgWheelbase 2100 ~ 4100 mm


Wheelbase 2100 4100 mmMax. vehicle speed 200 km/hEngine cooling fan 4 ~ 160 km/h, 1867 m3/minManufacture MEIDEN


Supplemental document2.4. Test matrix

Vehicle Driver Cycle Condition Gear No. of TestL-M Cold 3L-M 3

H-ExH 3

Veh. APassenger car

660 cc

-Hot

Driver 1

L-M 1H-ExH 1

L-M Cold 3L-M 3

660 ccCVT

Veh. B Option A (Fixed)

-

Hot

HotDriver 2

H-ExH 3L-M Cold 1L-M 1

H-ExH 1L M Cold 3

LDCV2000 cc

5MT Option B (Unique)

Hot

Hot

Driver 1

L-M Cold 3L-M 3


Driver 1Veh. CPassenger car

2200 cc

Hot

H

Option A (Fixed)

Option B (Unique)L M 1H-ExH 1

L-M 1H-ExH 1

L-M Cold 3

Driver 2

6MT Hotp ( q )

Option A (Fixed)Hotunder analysisL-M 3


1

Veh. DLDCV660 cc5MT

Driver 1

HotOption B (Unique)

HotOption A (Fixed) analysis


H-ExH 1L-M 1

H-ExH 1

5MT

Hot Option A (Fixed)Driver 2


Supplemental document2.5. Evaluation Items and Test Criteria

Measurement Items Methods Criteria / Remarks

D i i T * Driving index by SAE J2951Driving Trace *(each ST)

Driving index by SAE J2951Driven roller counter(10Hz or more)Acceleration ratio

+/- 3%

Rotary encoderTire Speed

o a y e codeDifference between roller speed and tire speed

No slip

Gear Shift Points Appropriate shift point +/ 3kph within +/ 1secGear Shift Points Clutch off point+/- 3kph within +/-1sec

Accel Pedal Angle Positional Sensor TBD

Engine Coolant Temperature

Thermostat surface temperature

Check necessity of Middle phase when hot start

PollutantsPollutants(CO, THC, NOx) Bag sampling NA

Difference of Test Drive Trace TBD


Drivers Questionnaire TBD


Supplemental document3.1. Test result – Vehicle A (DAIHATSU MOVE)

LowST1

LowST2

LowST3

LowST4

LowST5

LowTotal Middle High Ex-High Initial

End ofLow

End ofMiddle

Condition Test No.

Driving Index (Energy rating %) Coolant Temperature ( C )

Vehicle Load Gear Driver

(*)

ST1 ST2 ST3 ST4 ST5 Total phase phase

1 2.00 1.96 3.68 12.20 4.68 2.37 0.52 - - 26.5 88.4 90.1

2 2.37 2.11 9.01 10.28 6.62 3.19 0.79 - - 25.2 89.5 90.8Cold

3 1.60 1.01 1.43 2.19 0.81 1.20 -0.17 - - 26.6 89.0 90.2

1 0.96 2.82 5.40 22.41 5.40 2.93 0.18 -0.02 -2.62 88.3 92.7 89.8

Driver 1Veh. A

DAIHATSUMOVE

PC660cc

2persons(110kg)

-

2 3.49 3.78 2.73 0.88 5.10 3.64 0.45 0.27 -2.43 89.1 93.2 90.8

3 3.56 2.07 0.29 14.43 4.62 2.47 0.57 0.35 -1.52 88.7 94.0 90.1

Driver 2 Hot 1 1 85 0 76 0 72 3 30 3 45 1 17 0 01 0 37 3 08 88 1 92 7 90 1

HotCVT

Driver 2 Hot 1 1.85 0.76 0.72 3.30 3.45 1.17 -0.01 0.37 -3.08 88.1 92.7 90.1

LOW total: In 2 tests, Energy rating exceeded +/- 3%

(*) Thermostat surface temperature

MIDDLE: Energy rating of all tests are within +/-3%

HIGH: Energy rating of all tests are within +/-3%

Ex-HIGH: It could not follow the target speed


Coolant temp.: Coolant temperatures of end of low phase are difference between cold and hot condition.


Supplemental documentTraceability – LM phase, Vehicle A (PC, 0.66L, CVT)[LOW phase]

50

60

70

80km

/h)

2000

4000

6000

8000

1/m

in)

WLTC v2

Low limit

High limit

Vrollar-N1

No problem

20

30

40

50

Veh

icle

spe

ed (k

-4000

-2000

0

2000

Eng

ine

spee

d (1

Vrollar-N2

Vrollar-N3

Ne-N1

Ne-N2

0

10

0 20 40 60 80 100 120 140 160 180 200Time (s)

-8000

-6000

Ne N2

Ne-N3

70

80

6000

8000 WLTC v2

Low limitNo problem

[LOW phase]

30

40

50

60

cle

spee

d (k

m/h

)

2000

0

2000

4000

ne s

peed

(1/m

in) High limit

Vrollar-N1

Vrollar-N2

Vrollar-N3

0

10

20

30

Veh

ic

-8000

-6000

-4000

-2000

Eng

in

Ne-N1

Ne-N2

Ne-N3


200 220 240 260 280 300 320 340 360 380 400Time (s)

(*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS


Supplemental documentTraceability – LM phase, Vehicle A (PC, 0.66L, CVT)[LOW phase]

50

60

70

80km

/h)

2000

4000

6000

8000

1/m

in)

WLTC v2

Low limit

High limit

Vrollar-N1

high acceleration for low power vehicles

20

30

40

50

Veh

icle

spe

ed (k

-4000

-2000

0

2000

Eng

ine

spee

d (1

Vrollar-N2

Vrollar-N3

Ne-N1

Ne-N2

0

10

400 420 440 460 480 500 520 540 560 580 600Time (s)

-8000

-6000

Ne N2

Ne-N3

70

80

6000

8000 WLTC v2

Low limit

[MIDDLE phase]

30

40

50

60

cle

spee

d (k

m/h

)

2000

0

2000

4000

ne s

peed

(1/m

in) High limit

Vrollar-N1

Vrollar-N2

Vrollar-N3

0

10

20

30

Veh

ic

-8000

-6000

-4000

-2000

Eng

in

Ne-N1

Ne-N2

Ne-N3high acceleration for low power vehicles


600 620 640 660 680 700 720 740 760 780 800Time (s)



Supplemental documentTraceability – LM phase, Vehicle A (PC, 0.66L, CVT)[MIDDLE phase]

50

60

70

80km

/h)

2000

4000

6000

8000

1/m

in)

WLTC v2

Low limit

High limit

Vrollar-N1

No problem

[ p ]

20

30

40

50

Veh

icle

spe

ed (k

-4000

-2000

0

2000

Eng

ine

spee

d (1

Vrollar-N2

Vrollar-N3

Ne-N1

Ne-N2

0

10

800 820 840 860 880 900 920 940 960 980 1000Time (s)

-8000

-6000 Ne-N3




Supplemental documentTraceability – HxH phase, Vehicle A (PC, 0.66L, CVT)[HIGH phase]

100

120

140

160km

/h)

2000

4000

6000

8000

1/m

in)

WLTC v2

Low limit

High limit

Vrollar-N1

high acceleration for low power vehicles

[ p ]

40

60

80

100

Veh

icle

spe

ed (k

-4000

-2000

0

2000

Eng

ine

spee

d (1

Vrollar-N2

Vrollar-N3

Ne-N1

Ne-N2

0

20

1000 1020 1040 1060 1080 1100 1120 1140 1160 1180 1200Time (s)

-8000

-6000

Ne N2

Ne-N3

140

160

6000

8000 WLTC v2

Low limit

[HIGH phase]

60

80

100

120

le s

peed

(km

/h)

2000

0

2000

4000

ne s

peed

(1/m

in) High limit

Vrollar-N1

Vrollar-N2

Vrollar-N3

0

20

40

60

Veh

icl

-8000

-6000

-4000

-2000

Eng

in

Ne-N1

Ne-N2

Ne-N3high acceleration for low power vehicles


01200 1220 1240 1260 1280 1300 1320 1340 1360 1380 1400

Time (s)

8000




160 8000

Traceability – HxH phase, Vehicle A (PC, 0.66L, CVT)[HIGH – Extra-HIGH phase ]

100

120

140

160km

/h)

2000

4000

6000

8000

1/m

in)

WLTC v2

Low limit

High limit

Vrollar-N1

[ p ]

40

60

80

100

Veh

icle

spe

ed (k

-4000

-2000

0

2000

Eng

ine

spee

d (

Vrollar-N2

Vrollar-N3

Ne-N1

Ne-N2

Impossible to follow the target speed

0

20

1400 1420 1440 1460 1480 1500 1520 1540 1560 1580 1600Time (s)

-8000

-6000 Ne-N3high acceleration for low power vehicles

140

160

6000

8000 WLTC v2

Low limitLack of smoothness

[Extra-HIGH phase]

60

80

100

120

le s

peed

(km

/h)

2000

0

2000

4000

ne s

peed

(1/m

in) High limit

Vrollar-N1

Vrollar-N2

Vrollar-N3

0

20

40

60

Veh

ic

-8000

-6000

-4000

-2000

Eng

in

Ne-N1

Ne-N2

Ne-N3


01600 1620 1640 1660 1680 1700 1720 1740 1760 1780 1800

Time (s)

8000



Supplemental documentTraceability – Vehicle A

Time Comments1 L/M/H There are some area where are higher acceleration for

low power vehicle2 ExH It is impossible to follow the target from 1520 s to 1560 s3 L/M/H/ExH It was not observed “slip” and/or “lock” 4 ExH: 1635, 1723, 1774,

1777, 1789, 1791Lack of smoothness during deceleration → cruise portions

567891010





3.2.1. Test result – Vehicle B (TOYOTA DYNA)(*)

LowST1

LowST2

LowST3

LowST4

LowST5

LowTotal Middle High Ex-High Initial

End ofLow

phase

End ofMiddlephase

2 JP D i 1 H 1 3 40 3 4 3 2 08 11 3 46 0 81 1 77 10 14 54 7 58 3 54 9

Condition Test No.


Load Gear DriverVehicle

2persons JP Driver 1 Hot 1 3.40 3.45 3.52 -5.08 5.11 3.46 0.81 -1.77 -10.14 54.7 58.3 54.9

1 1.80 3.51 1.70 -8.99 3.72 2.83 1.04 - - 26.9 50.7 54.3

2 4.31 3.38 2.24 1.17 7.58 3.66 0.72 - - 25.2 49.9 53.3Cold

3 0.29 2.76 2.45 5.50 3.07 2.18 0.72 - - 26.2 50.3 54.2

1 0.88 1.87 2.94 2.00 4.35 1.86 0.37 -1.11 -10.18 55.7 58.8 55.1

Driver 12

persons(110kg)

+

JPVeh. B

TOYOTADYNALDCV

2000cc

2 3.12 2.79 2.47 -2.25 1.74 2.75 0.69 -1.29 -9.04 54.6 57.7 54.9

3 1.11 2.59 4.05 7.12 3.60 2.47 0.29 -1.15 -9.53 54.6 58.3 54.5

Hotload

500kgwith rear

deck

2000cc5MT

Cold 1 0.69 3.67 5.93 1.29 11.50 3.54 0.98 - - 25.1 51.3 54.0

Hot 1 0.69 3.52 3.97 1.53 9.87 3.17 0.47 -0.24 -8.60 54.4 59.0 54.8

HS Driver 1

LOW total: In 4 tests Energy rating exceeded +/ 3%(*) Thermostat surface temperature

LOW total: In 4 tests, Energy rating exceeded +/- 3%

MIDDLE: Energy rating of all tests are within +/-3%

HIGH: Energy rating of all tests are within +/-3%

Ex-HIGH: Energy ratings are lower than -3% because it was impossible to follow the target speed


Ex-HIGH: Energy ratings are lower than -3%, because it was impossible to follow the target speed

Coolant temp.: Coolant temperatures of end of low phase are difference between cold and hot condition.



WLTC 2

Traceability – LM phase, Op-A, Vehicle B (LDCV, 2.0L, 5MT)

50

60

70

80km

/h)

2000

4000

6000

8000

1/m

in)

WLTC v2Low limitHigh limitVrollar-N1Vrollar-N2Vrollar-N3LDCV 1st

It is able to trace the target. However it seems to be the difficult part

It is able to trace the target. However it seems to be the difficult part

20

30

40

50

Veh

icle

spe

ed (k

-4000

-2000

0

2000

Eng

ine

spee

d (1 LDCV 2nd

LDCV 3rdLDCV 4thLDCV 5thLDCV 6thLDCV Clutch offNe-N1

The vehicle speed drop and can NOT trace the target due to clutch OFF

0

10

0 20 40 60 80 100 120 140 160 180 200Time (s)

-8000

-6000

Ne-N1Ne-N2Ne-N3

70

80

6000

8000 WLTC v2Low limitHigh limitVrollar-N1

It is difficult to shift down to 2nd gear. It seems to h ld 3rd i i t

30

40

50

60

le s

peed

(km

/h)

2000

0

2000

4000

ne s

peed

(1/m

in) Vrollar-N2

Vrollar-N3LDCV 1stLDCV 2ndLDCV 3rdLDCV 4thLDCV 5th

hold 3rd gear is appropriate

0

10

20

30

Veh

ic

-8000

-6000

-4000

-2000

Eng

in LDCV 5thLDCV 6thLDCV Clutch offNe-N1Ne-N2Ne-N3


200 220 240 260 280 300 320 340 360 380 400Time (s)




WLTC 2

Traceability – LM phase, Op-A, Vehicle B (LDCV, 2.0L, 5MT)

50

60

70

80km

/h)

2000

4000

6000

8000

1/m

in)


It is better to shift up gear to 3rd

20

30

40

50

Veh

icle

spe

ed (k

-4000

-2000

0

2000

Eng

ine

spee

d (1 LDCV 2nd


approximately idling engine speed

The vehicle speed drop and can NOT trace the target due to clutch OFF

0

10

400 420 440 460 480 500 520 540 560 580 600Time (s)

-8000

-6000

Ne-N1Ne-N2Ne-N3

70

80

6000


In the case of no loading on the rear deck, it is impossible to trace the target speed

30

40

50

60

le s

peed

(km

/h)

2000

0

2000

4000

ne s

peed

(1/m

in) Vrollar-N2


g p

0

10

20

30

Veh

ic

-8000

-6000

-4000

-2000

Eng

in LDCV 5thLDCV 6thLDCV Clutch offNe-N1Ne-N2Ne-N3

want to keep 3rd

gear longer


600 620 640 660 680 700 720 740 760 780 800Time (s)



Supplemental documentTraceability – LM phase, Op-A, Vehicle B (LDCV, 2.0L, 5MT)WLTC 2

50

60

70

80km

/h)

2000

4000

6000

8000

1/m

in)


No problem

20

30

40

50

Veh

icle

spe

ed (k

-4000

-2000

0

2000

Eng

ine

spee

d (1 LDCV 2nd


0

10

800 820 840 860 880 900 920 940 960 980 1000Time (s)

-8000

-6000

Ne N1Ne-N2Ne-N3





WLTC 2

Traceability – HxH phase, Op-A, Vehicle B (LDCV, 2.0L, 5MT)

100

120

140

160km

/h)

2000

4000

6000

8000

1/m

in)


approximately idling engine speed

40

60

80

100

Veh

icle

spe

ed (k

-4000

-2000

0

2000

Eng

ine

spee

d (

LDCV 2ndLDCV 3rdLDCV 4thLDCV 5thLDCV 6thLDCV Clutch offNe-N1

0

20

1000 1020 1040 1060 1080 1100 1120 1140 1160 1180 1200Time (s)

-8000

-6000

Ne-N1Ne-N2Ne-N3It is impossible to follow the

target speed using current gear shift point. It is necessary to modify the gear hold duration

140

160

6000


In the case of no loading on the rear deck, it is impossible to trace the target speed

60

80

100

120

cle

spee

d (k

m/h

)

2000

0

2000

4000

ne s

peed

(1/m

in) Vrollar-N2


0

20

40

60

Veh

ic

-8000

-6000

-4000

-2000

Eng

in

LDCV 6thLDCV Clutch offNe-N1Ne-N2Ne-N3


01200 1220 1240 1260 1280 1300 1320 1340 1360 1380 1400

Time (s)

8000




160 8000 WLTC v2

Traceability – HxH phase, Op-A, Vehicle B (LDCV, 2.0L, 5MT)

It i i ibl t f ll th

100

120

140

160km

/h)

2000

4000

6000

8000

1/m

in)


It is impossible to follow the target speed. It is necessary to modify acceleration

40

60

80

100

Veh

icle

spe

ed (k

-4000

-2000

0

2000

Eng

ine

spee

d ( LDCV 2nd


It is impossible to follow the target speed using current gear

0

20

1400 1420 1440 1460 1480 1500 1520 1540 1560 1580 1600Time (s)

-8000

-6000Ne-N2Ne-N3

target speed using current gear shift point. It is necessary to modify the gear hold duration

140

160

6000


Unnatural change

(Deceleration to cruise)

60

80

100

120

le s

peed

(km

/h)

2000

0

2000

4000

ne s

peed

(1/m

in) Vrollar-N2


(Deceleration to cruise)

0

20

40

60

Veh

icl

-8000

-6000

-4000

-2000

Eng

in

LDCV 6thLDCV Clutch offNe-N1Ne-N2Ne-N3


01600 1620 1640 1660 1680 1700 1720 1740 1760 1780 1800

Time (s)

8000



Supplemental documentTraceability – Vehicle B, Op-A

Time Comments1 In the case of no loading on the rear deck, it is

impossible to trace the target speed during high L/M/H/ExH

g g gdeceleration portions.

2 In the case of load weight of 500 kg on the rear deck, it was not observed “slip” and/or “lock”was not observed slip and/or lock

3 364 It is difficult to shift down to 2nd

4 512~ ST4: Approximately idling engine speed5 1070 ~ 1080 It is impossible to follow the target speed6 1160~1182 It is necessary to revise gear position7 1490 1580 It i i ibl t f ll th t t d7 1490 ~ 1580 It is impossible to follow the target speed8 1490 ~ 1530 It is necessary to revise gear position9910




WLTC 2

Traceability – LM phase, Op-B, Vehicle B (LDCV, 2.0L, 5MT)

50

60

70

80km

/h)

2000

4000

6000

8000

1/m

in)

WLTC v2Low limitHigh limitVrollar-N1Vrollar-N2Vrollar-N3HS 1st

It is difficult to shift gear to 2nd after transit to acceleration phase (1 second before is OK)

20

30

40

50

Veh

icle

spe

ed (k

-4000

-2000

0

2000

Eng

ine

spee

d (1 HS 2nd

HS 3rdHS 4thHS 5thHS 6thHS Clutch offNe-N1

0

10

0 20 40 60 80 100 120 140 160 180 200Time (s)

-8000

-6000

Ne-N1Ne-N2Ne-N3

1sec before standing start (all)

70

80

6000

8000 WLTC v2Low limitHigh limitVrollar-N1Downshift during

deceleration phase

may cause tolerance error

30

40

50

60

cle

spee

d (k

m/h

)

2000

0

2000

4000

ne s

peed

(1/m

in) Vrollar-N2

Vrollar-N3HS 1stHS 2ndHS 3rdHS 4thHS 5th

deceleration phase

0

10

20

30

Veh

ic

-8000

-6000

-4000

-2000

Eng

in HS 5thHS 6thHS Clutch offNe-N1Ne-N2Ne-N3

Why gear position is different?


200 220 240 260 280 300 320 340 360 380 400Time (s)




WLTC 2

Traceability – LM phase, Op-B, Vehicle B (LDCV, 2.0L, 5MT)

50

60

70

80km

/h)

2000

4000

6000

8000

1/m

in)


It is difficult to shift gear to 2nd after transit to acceleration phase (1 second before is OK)

20

30

40

50

Veh

icle

spe

ed (k

-4000

-2000

0

2000

Eng

ine

spee

d (1 HS 2nd


0

10

400 420 440 460 480 500 520 540 560 580 600Time (s)

-8000

-6000

Ne-N1Ne-N2Ne-N3

70

80

6000


Why gear position is different?

30

40

50

60

cle

spee

d (k

m/h

)

2000

0

2000

4000

ne s

peed

(1/m

in) Vrollar-N2


0

10

20

30

Veh

ic

-8000

-6000

-4000

-2000

Eng



600 620 640 660 680 700 720 740 760 780 800Time (s)



Supplemental documentTraceability – LM phase, Op-B, Vehicle B (LDCV, 2.0L, 5MT)

WLTC 2

50

60

70

80km

/h)

2000

4000

6000

8000

1/m

in)


20

30

40

50

Veh

icle

spe

ed (k

-4000

-2000

0

2000

Eng

ine

spee

d (1 HS 2nd


Downshift during deceleration phase

0

10

800 820 840 860 880 900 920 940 960 980 1000Time (s)

-8000

-6000

Ne-N1Ne-N2Ne-N3





WLTC 2

Traceability – HxH phase, Op-B, Vehicle B (LDCV, 2.0L, 5MT)

100

120

140

160km

/h)

2000

4000

6000

8000

1/m

in)


40

60

80

100

Veh

icle

spe

ed (k

-4000

-2000

0

2000

Eng

ine

spee

d (1

HS 2ndHS 3rdHS 4thHS 5thHS 6thHS Clutch offNe N1

0

20

1000 1020 1040 1060 1080 1100 1120 1140 1160 1180 1200Time (s)

-8000

-6000

Ne-N1Ne-N2Ne-N3

On the lower limit. It seems to be better than JP proposal in this area

140

160

6000


60

80

100

120

le s

peed

(km

/h)

2000

0

2000

4000

ne s

peed

(1/m

in) Vrollar-N2


0

20

40

60

Veh

ic

-8000

-6000

-4000

-2000

Eng



1200 1220 1240 1260 1280 1300 1320 1340 1360 1380 1400Time (s)




WLTC 2

Traceability – HxH phase, Op-B, Vehicle B (LDCV, 2.0L, 5MT)

100

120

140

160km

/h)

2000

4000

6000

8000

1/m

in)


40

60

80

100

Veh

icle

spe

ed (k

-4000

-2000

0

2000

Eng

ine

spee

d (1

HS 2ndHS 3rdHS 4thHS 5thHS 6thHS Clutch offNe N1

Impossible to follow the target speed

0

20

1400 1420 1440 1460 1480 1500 1520 1540 1560 1580 1600Time (s)

-8000

-6000

Ne-N1Ne-N2Ne-N3

Although it is impossible to trace the target, it seems to be better than JP proposal

140

160

6000


60

80

100

120

le s

peed

(km

/h)

2000

0

2000

4000

ne s

peed

(1/m

in) Vrollar-N2


0

20

40

60

Veh

ic

-8000

-6000

-4000

-2000

Eng



1600 1620 1640 1660 1680 1700 1720 1740 1760 1780 1800Time (s)



Supplemental documentTraceability – Vehicle B, Op-B

Time Comments1 64 It is difficult to shift gear to 2nd after transit to

acceleration phase 2 316 Downshift during deceleration phase3 553 It is difficult to shift gear to 2nd after transit to

acceleration phaseacceleration phase 4 971 Downshift during deceleration phase5 1070 ~ 1080 It is impossible to follow the target speedp g p6 1490 ~ 1580 It is impossible to follow the target speed7891010



Supplemental document4. Summary (Tentative)

TEST CYCLE TEST CYCLE LOW

Although following the target speed, Energy rating error indicate more than 3%. In low speed area (<10 km/h), test vehicles with manual transmission have difficulty to follow

th lthe cycle MIDDLE

Energy ratings are within +/- 3% in all tests Low powered vehicles may use WOT (Wide Open Throttle) operation

HIGH Low powered vehicle may use WOT operation Some of low powered vehicles was not able to follow the target speed.

Ex-HIGH Both vehicle A and vehicle B could not follow the target speed.

OVERALL Higher acceleration/deceleration area in each phase may cause difficulty on reproducibility /

repeatability of trace. p y GEAR SHIFT

Option A (Fixed): Modifications in several area are necessary. (such as gear hold duration etc)

Option B (Unique): Option B (Unique): Mismatch gear positions were observed between gear shift logic and calculation sheet.

NEXT STEP Validation 1 tests on another LDCV and PC vehicle are under the way at JARI


Validation 1 tests on another LDCV and PC vehicle are under the way at JARI Plan to propose the modification on test cycle/gear shift point based on validation test

results from all around the world


Supplemental documentAppendix. SAE J2951 Drive Quality Evaluation

Engine force FENG = [F0 + F1*V + F2*V2 + 1.015 * ETW * a]+

Engine work increment Engine work increment Wi = FENGi * di

Cycle energy (CE)2 CE = ΣWi = Σ[(F0 + F1*Vi + F2*Vi2 + 1.015 * ETW * ai) * di]+

Energy rating (ER) ER = (CED - CET) / CET*100

(*)Subscript

T T t D D i ( ll ) ER (CED CET) / CET 100 Distance rating (DR)

DR = (DD - DT) / DT*100 E ti (EER)

T: Target, D: Driven ( = roller)

(*) D = Σdi

Energy economy rating (EER) EER = [1 – (DR / 100 +1) / (ER / 100 +1)] * 100

Absolute speed change rating (ASCR)p g g ( ) ASCR = (ASCD - ASCT) / ASCT * 100 ASC = ⊿t*Σ|ai|

Root mean squared speed error (RMSSE)


Root mean squared speed error (RMSSE) RMSSE = 2.237 * √(Σ(VDi - VTi)2) / N)

wltc validation test 1 - unece homepage status 12092011 supplemental document wltc validation test 1...

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