WLTP-DTP-Current Status 12092011 Supplemental document
WLTC Validation test 1 ~ Progress report by JARI ~
Prepared by JARI
DHC group under GRPE/WLTP informal group 12-14 September 2011 Bern, Switzerland
Japan Automobile Research Institute 1 WLTP-DTP-Current Status 12092011 Table of contents Supplemental document
1. Purpose 2. Test method 2.1. Test cycle 2. 2. Test vehicles 2.3. Test facility 242.4. Tes t mat tirix 2.5. Evaluation Items and Test Criteria 3. Test result 3.1. Vehicle A 3.2. Vehicle B 4. Tentative Summary
Japan Automobile Research Institute 2 WLTP-DTP-Current Status 12092011 1. Purpose Supplemental document
Validate the WLTC ver.2 from the following view points (1) Drivability Smooth throttle operation appropriate shift points Option A: Fixed gear shift (Japan proposal) Option B: Unique shift point (Mr. Steven’s proposal) Clutch off points Mode traceability Slip (()2) Rep roducibilit y Based on validation test results, the WLTC may be modified with DHC member agreement.
Japan Automobile Research Institute 3 WLTP-DTP-Current Status 12092011 2.1. Test cycle Supplemental document
[WLTC ver.2] 160 8 Low phase: 589 s Middle phase: 433 s Low phase 140 6 Middle phase
120 4
100 2
80 0 ration (km/h/s) eed (km/h) 60 -2 ee Sp
40 -4 Accel
20 -6
0 -8 0 100 200 300 400 500 600 700 800 900 1000 Time (s)
160 8 High phase: 455 s Extra high phase: 323 s Middle phase 140 High phase 6 Extra-high phase 120 4
100 2
80 0 leration (km/h/s) peed (km/h) 60 -2 S
40 -4 Acce
20 -6
0 -8 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 Time (s)
Japan Automobile Research Institute 4 WLTP-DTP-Current Status 12092011 2.2.1. Test vehicles Supplemental document
Vehicle A: DAIHATSU MOVE Vehicle B: TOYOTA DYNA (GVW: 3.3 t) Passenger car, 660 cc, CVT, 46.3 kW/t* Light duty vehicle, 1998 cc, 5MT, 55.7 kW/t*
Vehicle C: HONDA S2000 (under analysis) Vehicle D: SUZUKI CARRY (under analysis) Passenger car, 2200 cc, 6MT, 141.3 kW/t* Light duty vehicle, 660 cc, 5MT, 45.5 kW/t*
Japan Automobile Research Institute *) Power to mass ratio on curb weight: max rated power / curb weight 5 WLTP-DTP-Current Status 12092011 2.2.3. Test vehicles Supplemental document
Vehicle ID Vehicle A Vehicle B Vehicle C Vehicle D Vehicle category Passenger car LDCV Passenger car LDCV Manufacture DAIHATSU TOYOTA HONDA SUZUKI Model name MOVE DYNA S2000 TypeS CARRY Vehicle model DBA-LA100S ABF-TRY230 ABA-AP2 EBD-DA63T Curb weight kg 820 1,760 1,260 770 Riding capacity persons 4 6 2 2 Body Maximum load kg - 1,250 - 350 Gross vehicle weight kg 1,040 3,340 1,370 1,230 Engine type KF １TR F22C K6A Fuel type (Diesel/Gasoline/LPG) Gasoline Gasoline Gasoline Gasoline Engine features 3 cylinders 4 cylinders 4 cylinders 3 cylinders Engine displacement cc 658 19981,998 21562,156 658 Maximum rated power kW 38 98 178 35 Engine Engine speed @ Max. power 1/min-1 7200 5600 7800 5500 Maximum torque Nm 60 182 221 62 Engine speed @ Max. torque 1/min-1 4000 4000 6500-7500 4000 Engine speed @ Idling 1/min-1 800 700 900 900 Exhaust- gas after treatment device TWC TWC TWC TWC (TWC, DPF, Urea SCR, etc) Drive system 2D-2 2-4D 2-2D 2-2D Transmission type CVT 5MT 6MT 5MT 1st 5.146 3.133 5.106 2nd 2.780 2.045 3.017 3rd 15091.509 14811.481 19081.908 Transmission Transmission gear ratio 4th3.327 ~ 0.628 1.000 1.161 1.264 5th 0.830 0.942 1.000 6th - 0.763 - 7th--- 1st: 1.208 Final drive ratio 5.444 4.100 5.375 2nd: 4. 100 Front tire size m 155/65R14 75S 175/75R15 215/45R17 145R12-6PR LT Tiers Rear tire size m 155/65R14 75S 145R13 245/40R17 145R12-6PR LT Dynamic radius of driving tire m 0.273 0.313 0.305 0.261 Maximum speed km/h 130 135 180 100 Performance Power to mass ratio on curb mass KW/t 46.3 55.7 141.3 45.5 Drive train coefficient - - 03540.354 02660.266 01850.185 Gear shift indicatorY/NNNNN Instruments and Idling stop systemY/NNNNN Controls Cruise controlY/NNNNN Odometer km 4,500 1,000 20,000 3,000 Japan Automobile Research Institute 6 WLTP-DTP-Current Status 12092011 2.3. Test facility Supplemental document
CVS Driver’sAids Aid (Constant Volume Sampler)
Cooling Fan
220kW AC-DY
Chassis Dynamometer
Sampling Bag
CHDY Controller Computer Recorder Gas Analyzer CVS Controller
Item Specification Laboratory Japan Automobile Research Institute (JARI) Drive system FF, FR, 4WD CHDY 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 compensation Inertia range 2WD 455 ~ 3500 kg 4WD 800 ~ 3500 kg Wheelbase 2100 ~ 4100 mm Max. vehicle speed 200 km/h Engine cooling fan 4 ~ 160 km/h, 1867 m3/min Manufacture MEIDEN Japan Automobile Research Institute 7 WLTP-DTP-Current Status 12092011 2.4. Test matrix Supplemental document
Vehicle Driver Cycle Condition Gear No. of Test L-M Cold 3 Veh. A Driver 1 L-M- 3 Passenger car Hot H-ExH 3 660 cc L-M 1 CVT Driver 2 Hot - H-ExH 1 L-M Cold 3 L-MOption A (Fixed) 3 Veh. B Hot LDCV H-ExH 3 Driver 1 2000 cc L-M Cold 1 5MT L-MOption B (Unique) 1 Hot H-ExH 1 LML-M Cold 3 L-MOption A (Fixed) 3 Hot H-ExH 3 Veh. C Driver 1 Passenger car L-M Cold 1 2200 cc LLM-M Opp(q)tion B (Unique) 1 Hot 6MT H-ExH 1 L-M 1 Driver 2 Hot Option A (Fixed) H-ExH 1 under L-M Cold 3 analysis L-MOption A (Fixed) 3 Hot H-ExH 3 Veh. D Driver 1 LDCV L-M Cold 1 660 cc L-MOption B (Unique) 1 Hot 5MT H-ExH 1 L-M 1 Driver 2 Hot Option A (Fixed) H-ExH 1
Japan Automobile Research Institute 8 WLTP-DTP-Current Status 12092011 2.5. Evaluation Items and Test Criteria Supplemental document
Measurement Items Methods Criteria / Remarks
DiDriv ing Trace * Driving index by SAE J2951 Driven roller counter(10Hz or more) +/- 3% (each ST) Acceleration ratio Rooayetary en codecoder Tire Speed Difference between roller speed and No slip tire speed Appropriate shift point Gear Shift Points +/- 3kph within +/-1sec Clutch off point Accel Pedal Angle Positional Sensor TBD
Engine Coolant Thermostat surface Check necessity of Middle Temperature temperature phase when hot start
Pollutants Bag sampling NA (CO, THC, NOx) Difference of Test Drive Trace TBD Drivers Questionnaire
Japan Automobile Research Institute 9 WLTP-DTP-Current Status 12092011 3.1. Test result – Vehicle A (DAIHATSU MOVE) Supplemental document
(*) Driving Index (Energy rating %) Coolant Temperature ( C )
Vehicle Load Gear Driver Condition Test No. End of End of Low Low Low Low Low Low Middle High Ex-High Initial Low Middle 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
Cold 2 2.37 2.11 9.01 10.28 6.62 3.19 0.79 - - 25.2 89.5 90.8
Veh. A 3 1.60 1.01 1.43 2.19 0.81 1.20 -0.17 - - 26.6 89.0 90.2 DAIHATSU 2 Driver 1 MOVE persons - 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 PC (110kg) 660cc CVT Hot 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 1851.85 0760.76 0720.72 3303.30 3453.45 1171.17 -0010.01 0370.37 -3083.08 88. 1 92. 7 90. 1
(*) Thermostat surface temperature
LOW total: In 2 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: It could not follow the target speed Coolant temp.: Coolant temperatures of end of low phase are difference between cold and hot condition.
Japan Automobile Research Institute 10 WLTP-DTP-Current Status 12092011 Traceability – LM phase, Vehicle A (PC, 0.66L, CVT) Supplemental document
[LOW phase] 80 8000 WLTC v2 No problem 70 6000 Low limit
60 4000 High limit
/min) Vrollar-N1 m/h) 11 kk 50 2000 Vrollar-N2 40 0 Vrollar-N3 30 -2000 Ne-N1 Engine speed ( Vehicle ( speed 20 -4000 Ne-N2
10 -6000 Ne-N3
0 -8000 0 20 40 60 80 100 120 140 160 180 200 Time (s)
[LOW phase] 80 8000 WLTC v2 No problem 70 6000 Low limit
60 4000 High limit
Vrollar-N1 50 2000 Vrollar-N2 40 0 Vrollar-N3 e speed (1/min) le speed (km/h) nn cc 30 -2000 Ne-N1 Engi Vehi 20 -4000 Ne-N2
10 -6000 Ne-N3
0 -8000 200 220 240 260 280 300 320 340 360 380 400 Time (s) (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 11 WLTP-DTP-Current Status 12092011 Traceability – LM phase, Vehicle A (PC, 0.66L, CVT) Supplemental document
[LOW phase] 80 8000 WLTC v2
70 high acceleration for low 6000 Low limit power vehicles 60 4000 High limit
/min) Vrollar-N1 m/h) 11 kk 50 2000 Vrollar-N2 40 0 Vrollar-N3 30 -2000 Ne-N1 Engine speed ( Vehicle ( speed 20 -4000 Ne- N2
10 -6000 Ne-N3
0 -8000 400 420 440 460 480 500 520 540 560 580 600 Time (s)
[MIDDLE phase] 80 8000 WLTC v2
70 6000 Low limit
60 4000 High limit
Vrollar-N1 50 2000 Vrollar-N2 40 0 Vrollar-N3 e speed (1/min) le speed (km/h) nn cc 30 -2000 Ne-N1 Engi Vehi 20 -4000 Ne-N2 high acceleration for 10 -6000 low power vehicles Ne-N3 0 -8000 600 620 640 660 680 700 720 740 760 780 800 Time (s) (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 12 WLTP-DTP-Current Status 12092011 Traceability – LM phase, Vehicle A (PC, 0.66L, CVT) Supplemental document
[[p]MIDDLE phase] 80 8000 WLTC v2 No problem 70 6000 Low limit
60 4000 High limit
Vrollar-N1 /min) m/h) 11 kk 50 2000 Vrollar-N2 40 0 Vrollar-N3 30 -2000 Ne-N1 Engine speed ( Vehicle ( speed 20 -4000 Ne-N2
10 -6000 Ne-N3
0 -8000 800 820 840 860 880 900 920 940 960 980 1000 Time (s)
(*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 13 WLTP-DTP-Current Status 12092011 Traceability – HxH phase, Vehicle A (PC, 0.66L, CVT)Supplemental document
[[p]HIGH phase] 160 8000 WLTC v2 high acceleration for 140 6000 Low limit low power vehicles 120 4000 High limit
/min) Vrollar-N1 m/h) 11 kk 100 2000 Vrollar-N2 80 0 Vrollar-N3 60 -2000 Ne-N1 Engine speed ( Vehicle ( speed 40 -4000 Ne- N2
20 -6000 Ne-N3
0 -8000 1000 1020 1040 1060 1080 1100 1120 1140 1160 1180 1200 Time (s)
[HIGH phase] 160 8000 WLTC v2
140 6000 Low limit
120 4000 High limit
Vrollar-N1 100 2000 Vrollar-N2 80 0 Vrollar-N3 e speed (1/min) e speed e speed (km/h) speed e ll 60 -2000 nn Ne-N1 Engi Vehic 40 -4000 Ne-N2 high acceleration for 20 low power vehicles -6000 Ne-N3 0 -8000 1200 1220 1240 1260 1280 1300 1320 1340 1360 1380 1400 Time (s) (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 14 WLTP-DTP-Current Status 12092011 Traceability – HxH phase, Vehicle A (PC, 0.66L, CVT)Supplemental document
[HIGH – Extra-HIGH pp]hase ] 160 8000 WLTC v2
140 6000 Low limit
120 4000 High limit
Vrollar-N1 m/h) 1/min) kk 100 2000 Vrollar-N2 80 0 Impossible to follow Vrollar-N3 60 -2000 the target speed Ne-N1 Engine speed ( Engine speed Vehicle ( speed 40 -4000 Ne-N2 high acceleration for 20 low power vehicles -6000 Ne-N3 0 -8000 1400 1420 1440 1460 1480 1500 1520 1540 1560 1580 1600 Time (s)
[Extra-HIGH phase] 160 8000 WLTC v2
140 Lack of smoothness 6000 Low limit
120 4000 High limit
Vrollar-N1 100 2000 Vrollar-N2 80 0 Vrollar-N3 e speed (1/min) e speed le speed (km/h) le speed 60 -2000 nn Ne-N1 Engi Vehic 40 -4000 Ne-N2
20 -6000 Ne-N3
0 -8000 1600 1620 1640 1660 1680 1700 1720 1740 1760 1780 1800 Time (s) (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 15 WLTP-DTP-Current Status 12092011 Traceability – Vehicle A Supplemental document
Time Comments 1 There are some area where are higher acceleration for L/M/H low power vehicle 2 ExH It is impossible to follow the target from 1520 s to 1560 s 3 L/M/H/ExH It was not observed “slip” and/or “lock”
4 ExH: 1635, 1723, 1774, Lack of smoothness during deceleration → cruise 1777, 1789, 1791 portions 5 6 7 8 9 10
Japan Automobile Research Institute 16 WLTP-DTP-Current Status 12092011 3.2.1. Test result – Vehicle B (TOYOTA DYNA) Supplemental document
(*) Driving Index (Energy rating %) Coolant Temperature ( C )
Vehicle Load Gear Driver Condition Test No. End of End of Low Low Low Low Low Low Middle High Ex-High Initial Low Middle ST1 ST2 ST3 ST4 ST5 Total phase phase
2 JP DiDriver 1 Hot 1 3403.40 343.45 323.52 -5.08 5.11 3463.46 0810.81 -1771.77 -10. 14 54. 7 58. 3 54. 9 persons
11.803.51 1.70 -8.99 3.72 2.83 1.04 - - 26.9 50.7 54.3
Cold 2 4.31 3.38 2.24 1.17 7.58 3.66 0.72 - - 25.2 49.9 53.3
Veh. B 3 0.292.762.455.50 3.07 2.18 0.72 - - 26.2 50.3 54.2 2 TOYOTA persons JP Driver 1 DYNA (110kg) 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 LDCV + 2000cc load 5MT 500kg Hot 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 with rear deck 31.112.594.05 7.12 3.60 2.47 0.29 -1.15 -9.53 54.6 58.3 54.5
Cold 1 0.69 3.67 5.93 1.29 11.50 3.54 0.98 - - 25.1 51.3 54.0 HS Driver 1 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
(*) 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 Coolant temp.: Coolant temperatures of end of low phase are difference between cold and hot condition.
Japan Automobile Research Institute 17 WLTP-DTP-Current Status 12092011 Traceability – LM phase, Op-A, Vehicle B (LDCV, 2.0L,Supplemental 5MT) document
80 8000 WLTC v2 It is able to trace the target. It is able to trace the target. Low limit However it seems to be the High limit 70 However it seems to be the 6000 difficult part Vrollar-N1 60 difficult part 4000 Vrollar-N2 Vrollar-N3 /min) m/h) LDCV 1st 11 kk 50 2000 LDCV 2nd 40 0 LDCV 3rd LDCV 4th The vehicle speed drop 30 -2000 LDCV 5th and can NOT trace the LDCV 6th Engine speed (
Vehicle ( speed target due to clutch OFF LDCV Clutch off 20 -4000 Ne-N1 10 -6000 Ne-N2 Ne-N3 0 -8000 0 20 40 60 80 100 120 140 160 180 200 Time (s)
80 8000 WLTC v2 It is difficult to shift down Low limit High limit 70 nd 6000 to 2 gear. It seems to Vrollar-N1 rd 60 hld3hold 3 gear iitis appropriate 4000 Vrollar-N2 Vrollar-N3 50 2000 LDCV 1st LDCV 2nd 40 0 LDCV 3rd LDCV 4th e speed (1/min) le speed (km/h) 30 -2000 nn LDCV 5th LDCV 6th Engi Vehic 20 -4000 LDCV Clutch off Ne-N1 10 -6000 Ne-N2 Ne-N3 0 -8000 200 220 240 260 280 300 320 340 360 380 400 Time (s) (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 18 WLTP-DTP-Current Status 12092011 Traceability – LM phase, Op-A, Vehicle B (LDCV, 2.0L,Supplemental 5MT) document
80 8000 WLTC v2 Low limit 70 It is better to shift up 6000 High limit gear to 3rd Vrollar-N1 60 4000 Vrollar-N2 Vrollar-N3 /min) m/h) LDCV 1st 11 kk 50 2000 LDCV 2nd 40 0 LDCV 3rd The vehicle speed drop LDCV 4th approximately 30 and can NOT trace the -2000 LDCV 5th idling engine speed target due to clutch OFF LDCV 6th Engine speed ( Vehicle ( speed 20 -4000 LDCV Clutch off Ne-N1 10 -6000 Ne-N2 Ne-N3 0 -8000 400 420 440 460 480 500 520 540 560 580 600 Time (s)
80 8000 WLTC v2 In the case of no loading on Low limit 70 the rear deck, it is impossible 6000 High limit to trace the targgpet speed Vrollar-N1 60 4000 Vrollar-N2 Vrollar-N3 50 2000 LDCV 1st LDCV 2nd 40 0 LDCV 3rd LDCV 4th e speed (1/min) e speed
le speed (km/h) le speed LDCV 5th 30 -2000 nn LDCV 6th Engi
Vehic LDCV Clutch off 20 -4000 Ne-N1 rd want to keep 3 Ne-N2 10 -6000 gear longer Ne-N3 0 -8000 600 620 640 660 680 700 720 740 760 780 800 Time (s) (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 19 WLTP-DTP-Current Status 12092011 Traceability – LM phase, Op-A, Vehicle B (LDCV, 2.0L,Supplemental 5MT) document
80 8000 WLTC v2 No problem Low limit 70 6000 High limit Vrollar-N1 60 4000 Vrollar-N2 Vrollar-N3 /min) m/h) LDCV 1st 11 kk 50 2000 LDCV 2nd 40 0 LDCV 3rd LDCV 4th 30 -2000 LDCV 5th LDCV 6th Engine speed (
Vehicle ( speed LDCV Clutch off 20 -4000 Ne- N1 Ne-N2 10 -6000 Ne-N3 0 -8000 800 820 840 860 880 900 920 940 960 980 1000 Time (s)
(*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 20 WLTP-DTP-Current Status 12092011 Traceability – HxH phase, Op-A, Vehicle B (LDCV, 2.0L,Supplemental 5MT) document
160 8000 WLTC v2 Low limit 140 approximately 6000 High limit idling engine speed Vrollar-N1 120 4000 Vrollar-N2 Vrollar-N3
m/h) LDCV 1st 1/min) kk 100 2000 LDCV 2nd 80 0 LDCV 3rd LDCV 4th 60 -2000 LDCV 5th LDCV 6th Engine speed ( Engine speed Vehicle speed ( 40 -4000 LDCV Clutch off Ne-N1 20 -6000 Ne-N2 It is impossible to follow the Ne-N3 0 target speed using-8000 current gear 1000 1020 1040 1060 1080 1100 1120 1140 1160shift 1180 point. It is 1200 necessary to Time (s) modify the gear hold duration
160 8000 WLTC v2 In the case of no loading on Low limit 140 the rear deck, it is impossible 6000 High limit to trace the target speed Vrollar-N1 120 4000 Vrollar-N2 Vrollar-N3 100 2000 LDCV 1st LDCV 2nd LDCV 3rd 80 0 LDCV 4th e speed (1/min) e speed
le speed (km/h) le speed LDCV 5th nn cc 60 -2000 LDCV 6th
Engi LDCV Clutch off Vehi 40 -4000 Ne-N1 Ne-N2 20 -6000 Ne-N3
0 -8000 1200 1220 1240 1260 1280 1300 1320 1340 1360 1380 1400 Time (s) (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 21 WLTP-DTP-Current Status 12092011 Traceability – HxH phase, Op-A, Vehicle B (LDCV, 2.0L,Supplemental 5MT) document
160 It i s i mpossibl e t o f oll ow th e 8000 WLTC v2 target speed. It is necessary to Low limit 140 6000 High limit modify acceleration Vrollar-N1 120 4000 Vrollar-N2 Vrollar-N3
m/h) LDCV 1st 1/min) kk 100 2000 LDCV 2nd LDCV 3rd 80 0 LDCV 4th LDCV 5th 60 -2000 LDCV 6th
Engine speed ( Engine speed LDCV Clutch off Vehicle ( speed It is impossible to follow the 40 -4000 target speed using current gear Ne-N1 shift point. It is necessary to Ne-N2 20 -6000 Ne-N3 modify the gear hold duration 0 -8000 1400 1420 1440 1460 1480 1500 1520 1540 1560 1580 1600 Time (s)
160 8000 WLTC v2 Low limit 140 Unnatural change 6000 High limit Vrollar-N1 (Deceleration to cruise) 120 4000 Vrollar-N2 Vrollar-N3 100 2000 LDCV 1st LDCV 2nd LDCV 3rd 80 0 LDCV 4th e speed (1/min) e speed e speed (km/h) speed e
ll LDCV 5th 60 -2000 nn LDCV 6th
Engi LDCV Clutch off Vehic 40 -4000 Ne-N1 Ne-N2 20 -6000 Ne-N3
0 -8000 1600 1620 1640 1660 1680 1700 1720 1740 1760 1780 1800 Time (s) (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 22 WLTP-DTP-Current Status 12092011 Traceability – Vehicle B, Op-A Supplemental document
Time Comments 1 In the case of no loading on the rear deck, it is impossible to trace the targggget speed during high L/M/H/ExH deceleration portions. 2 In the case of load weight of 500 kg on the rear deck, it was not observed “slip” and/or “lock” 3 364 It is difficult to shift down to 2nd 4 512~ ST4: Approximately idling engine speed 5 1070 ~ 1080 It is impossible to follow the target speed 6 1160~1182 It is necessary to revise gear position 7 1490 ~ 1580 It i s i mpossibl e to fo llow the targe t spee d 8 1490 ~ 1530 It is necessary to revise gear position 9 10
Japan Automobile Research Institute 23 WLTP-DTP-Current Status 12092011 Traceability – LM phase, Op-B, Vehicle B (LDCV, 2.0L,Supplemental 5MT) document
80 8000 WLTC v2 It is difficult to shift gear to 2nd Low limit High limit 70 after transit to acceleration 6000 Vrollar-N1 phase (1 second before is OK) 60 4000 Vrollar-N2 Vrollar-N3 /min) m/h) HS 1st 11 kk 50 2000 HS 2nd 40 0 HS 3rd HS 4th 30 -2000 HS 5th HS 6th Engine speed ( Vehicle ( speed 20 -4000 HS Clutch off Ne-N1 10 -6000 Ne-N2 Ne-N3 0 -8000 0 20 40 60 80 100 120 140 160 180 200 1sec before standing start (all) Time (s) may cause tolerance error
80 8000 WLTC v2 Low limit 70 6000 High limit Downshift during Vrollar-N1 deceleration phase 60 4000 Vrollar-N2 Vrollar-N3 50 2000 HS 1st HS 2nd 40 0 HS 3rd HS 4th e speed (1/min) le speed (km/h)
nn HS 5th cc 30 -2000 HS 6th Engi Vehi 20 -4000 HS Clutch off Why gear position is different? Ne-N1 10 -6000 Ne-N2 Ne-N3 0 -8000 200 220 240 260 280 300 320 340 360 380 400 Time (s) (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 24 WLTP-DTP-Current Status 12092011 Traceability – LM phase, Op-B, Vehicle B (LDCV, 2.0L,Supplemental 5MT) document
80 8000 WLTC v2 It is difficult to shift gear to 2nd Low limit 70 6000 High limit after transit to acceleration Vrollar-N1 60 phase (1 second before is OK) 4000 Vrollar-N2 Vrollar-N3 /min) m/h) HS 1st 11 kk 50 2000 HS 2nd 40 0 HS 3rd HS 4th 30 -2000 HS 5th HS 6th Engine speed ( Vehicle ( speed 20 -4000 HS Clutch off Ne-N1 10 -6000 Ne-N2 Ne-N3 0 -8000 400 420 440 460 480 500 520 540 560 580 600 Time (s)
80 8000 WLTC v2 Why gear position is different? Low limit 70 6000 High limit Vrollar-N1 60 4000 Vrollar-N2 Vrollar-N3 50 2000 HS 1st HS 2nd 40 0 HS 3rd HS 4th e speed (1/min) le speed (km/h)
nn HS 5th cc 30 -2000 HS 6th Engi Vehi 20 -4000 HS Clutch off Ne-N1 10 -6000 Ne-N2 Ne-N3 0 -8000 600 620 640 660 680 700 720 740 760 780 800 Time (s) (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 25 WLTP-DTP-Current Status 12092011 Traceability – LM phase, Op-B, Vehicle B (LDCV, 2.0L,Supplemental 5MT) document
80 8000 WLTC v2 Low limit 70 6000 High limit Vrollar-N1 60 4000 Vrollar-N2 Vrollar-N3 /min) m/h) HS 1st 11 kk 50 2000 HS 2nd 40 0 HS 3rd HS 4th 30 -2000 HS 5th Downshift during HS 6th Engine speed ( Vehicle ( speed 20 deceleration phase -4000 HS Clutch off Ne-N1 10 -6000 Ne-N2 Ne-N3 0 -8000 800 820 840 860 880 900 920 940 960 980 1000 Time (s)
(*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 26 WLTP-DTP-Current Status 12092011 Traceability – HxH phase, Op-B, Vehicle B (LDCV, 2.0L,Supplemental 5MT) document
160 8000 WLTC v2 Low limit 140 6000 High limit Vrollar-N1 120 4000 Vrollar-N2 Vrollar-N3 /min) m/h) HS 1st 11 kk 100 2000 HS 2nd 80 0 HS 3rd HS 4th 60 -2000 HS 5th HS 6th Engine speed ( Vehicle ( speed 40 -4000 HS Clutch off Ne- N1 On the lower limit. It 20 -6000 Ne-N2 seems to be better than Ne-N3 0 JP proposal in this area-8000 1000 1020 1040 1060 1080 1100 1120 1140 1160 1180 1200 Time (s)
160 8000 WLTC v2 Low limit 140 6000 High limit Vrollar-N1 120 4000 Vrollar-N2 Vrollar-N3 100 2000 HS 1st HS 2nd 80 0 HS 3rd HS 4th e speed (1/min) e speed le speed (km/h) le speed 60 -2000 nn HS 5th HS 6th Engi Vehic 40 -4000 HS Clutch off Ne-N1 20 -6000 Ne-N2 Ne-N3 0 -8000 1200 1220 1240 1260 1280 1300 1320 1340 1360 1380 1400 Time (s) (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 27 WLTP-DTP-Current Status 12092011 Traceability – HxH phase, Op-B, Vehicle B (LDCV, 2.0L,Supplemental 5MT) document
160 8000 WLTC v2 Low limit 140 6000 High limit Vrollar-N1 120 4000 Vrollar-N2 Vrollar-N3 /min) m/h) HS 1st 11 kk 100 2000 HS 2nd 80 0 HS 3rd Impossible to follow HS 4th HS 5th 60 the target speed -2000 HS 6th Engine speed ( Vehicle ( speed 40 -4000 HS Clutch off Ne- N1 Although it is impossible to 20 -6000 Ne-N2 trace the target, it seems to be Ne-N3 0 better than JP proposal -8000 1400 1420 1440 1460 1480 1500 1520 1540 1560 1580 1600 Time (s)
160 8000 WLTC v2 Low limit 140 6000 High limit Vrollar-N1 120 4000 Vrollar-N2 Vrollar-N3 100 2000 HS 1st HS 2nd 80 0 HS 3rd HS 4th e speed (1/min) le speed (km/h) 60 -2000 nn HS 5th HS 6th Engi Vehic 40 -4000 HS Clutch off Ne-N1 20 -6000 Ne-N2 Ne-N3 0 -8000 1600 1620 1640 1660 1680 1700 1720 1740 1760 1780 1800 Time (s) (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 28 WLTP-DTP-Current Status 12092011 Traceability – Vehicle B, Op-B Supplemental document
Time Comments 1 64 It is difficult to shift gear to 2nd after transit to acceleration phase 2 316 Downshift during deceleration phase 3 553 It is difficult to shift gear to 2nd after transit to acceleration phase 4 971 Downshift during deceleration phase 5 1070 ~ 1080 It is imppgpossible to follow the target speed 6 1490 ~ 1580 It is impossible to follow the target speed 7 8 9 10
Japan Automobile Research Institute 29 WLTP-DTP-Current Status 12092011 4. Summary (Tentative) Supplemental document
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 the cyc le 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 / reppyeatability of trace. GEAR SHIFT Option A (Fixed): Modifications in several area are necessary. (such as gear hold duration etc) 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 Plan to propose the modification on test cycle/gear shift point based on validation test results from all around the world
Japan Automobile Research Institute 30 WLTP-DTP-Current Status 12092011 Supplemental document
Japan Automobile Research Institute 31 WLTP-DTP-Current Status 12092011 Appendix. SAE J2951 Drive Quality Evaluation Supplemental document
Engine force 2 + FENG = [F0 + F1*V + F2*V + 1.015 * ETW * a] Engine work increment
Wi = FENGi * di Cycle energy (CE) 2 CE = ΣWi = Σ[(F0 + F1*Vi + F2*Vi + 1.015 * ETW * ai) * di]+ Energy rating (ER) (*)Subscript ER = (CED - CET)/CE) / CET*100 TTT: Target tDDi, D: Driven ( = roll ll)er) Distance rating (DR)
(*) D = Σdi DR = (DD -DT) / DT*100 Energy economy ra ting (EER) EER = [1 – (DR / 100 +1) / (ER / 100 +1)] * 100 Absolute sppgg()eed change rating (ASCR)
ASCR = (ASCD - ASCT) / ASCT * 100 ASC = ⊿t*Σ|ai| Root mean squared speed error (RMSSE) 2 RMSSE = 2.237 * √(Σ(VDi -VTi) ) / N)
Japan Automobile Research Institute 32