WLTP-18-06e

Japan Automobile Research Institute 11

Study on Drive Trace Index~ Proposal of applicable drive trace indexes and

criteria~

Prepared by Japan

18th WLTP IWG

18-20 April 2017

WLTP-18-06e

Japan Automobile Research Institute 22

Approach for possible criteria

Consideration of the possible criteria

1. based on the relationship between each index and performance values (CO2, EC, range)

2. based on the feasibility study (Check the deviation of each index under the Normal driving*)

INDEX

ΔC

O2

/ E

C

-1%

~+

2%

?

±X

1. Relationship between each index

value and performance value

2. Feasibility study (Normal driving) Frequency distribution

on normal driving

Normal driving

Rough driving

Smooth driving

Vehic

le-1

Vehic

le-2

Vehic

le-3

・・・

Vehic

le-n

Vehic

le-n

+1

IND

EX

±2

σ, 3

σ?

Min

~ M

ax?

Vehic

le-4

*) Normal driving: trace the target speed as much as possible

WLTP-18-06e

Japan Automobile Research Institute 3

Proposed criteria and next action

1. Tentative proposed indexes and criteria

2. Next actions

INDEX Proposed Criteria

RMSSE (km/h) < +0.8

IWR (%) -2.0 ~ +4.0*) need further study on unique vehicle configurations (i.e. single clutch

Automated Manual Transmission)

*) Apply only for type approval test (not apply for CoP)

Initial ProposalPossible index

Threshold

(by Japan)

18th 19th 20th 21st

2017/Jan Apr Jun Oct 2018/Jan

Final Decision

Consolidated Proposal

Possible index

Threshold

(by Japan)

Feedbacks

Comments

Counter-proposals

(by WLTP IWG member)

WLTP-18-06e

Japan Automobile Research Institute 44

Summary of study on drive trace index

ASCR, IWR and RMSSE are significantly changed according to the driving style. On the

other hand it was also observed that ER, DR and EER are not able to detect intentional

smooth/rough driving.

Both ASCR and IWR relate to acceleration. The IWR value is approximately equal to

ASCR. Since IWR takes into account vehicle speed in addition to acceleration, IWR

express approximated engine power (P ≈ V*A) .

RMSSE value always become large when the speed deviations are observed. RMSSE

has an ability to evaluate conformity between the actual and target speeds.

According to the relationship between drive trace index and performance parameter, if

the CO2 impact for ICE vehicles is limited to in the range from -1% to +2%, the range of

IWR should be set from -2.0 to +4.0.

The impact on performance parameter for the electrified vehicles is lower than that of

ICE vehicles. However, since the electrified vehicles is driven by motor and it doesn’t

have a transmission, the electrified vehicles follow the target speed more easily and then

the drive trace indexes become smaller.

According to feasibility study, almost of RMSSE values under the normal driving were

less than 0.8 and almost of IWR values were in the range from -2.0 to +4.0.

Thus, the proposed indexes and threshold should be set “IWR：-2.0～+4.0 and RMSSE：

<+0.8”

The specific threshold value for IWR and RMSSE can be positive alternative of

“normalization” which will not work for electrified vehicles.

WLTP-18-06e

Japan Automobile Research Institute 55

Comparison table

Indexes

ICE HEV OVC-HEV PEV Feasibility Past proposals

CO2

deviation (+/- 2.0 %)

CO2_CS

deviation (+/- 2.0 %)

EAER

deviati

on (+/-

2.0 %)

EC_AC,

weighted

deviation (+/- 2.0 %)

EC

deviation (+/- 2.0 %)

PER

deviation (+/- 2.0 %)

JAMA

data

PSA

2013*

FORD

2015*

BMW

HS

2015

HONDA

2015

JPN

2015

LMH/

LMHxH

LMH/

LMHxHLMHxH LMHxH

LMH/

LMHxH

LMH/

LMHxH

LMH/

LMHxH

LMHxH

(phase)LMHxH LMHxH - -

ER +/- 1.0-3.0 ~

+1.0

-3.0 ~

+1.5+/- 4.0

-3.0 ~

+0.5

-3.0 ~

+1.5- - - - - -

DR - - - - - - - - - - - -

EER +/- 1.0-3.0 ~

+1.0

-3.0 ~

+1.5

-3.0 ~

+4.0

-2.5 ~

+1.5

-3.0 ~

+1.5+/- 1.5

+/- 2.0

(+/- 4.0)+ +/- 2.0 - -

ASCR-4.0 ~

+3.0

-5.0 ~

+2.0

-7.0 ~

+3.0

-7.0 ~

+9.0

-4.0 ~

+3.0+/- 4.0

-2.0 ~

+4.0

+/- 6.0

(+/- 8.0)

-2.0 ~

+4.0+/- 3.0

-1.0 ~

+3.0

(ICE)

-2.0 ~

+3.0

(HEV)

-

IWR +/- 4.0-6.0 ~

+2.0

-10.0 ~

+4.0

-10.0 ~

+9.0+/- 5.0 +/- 5.0

-2.0 ~

+4.0-

IWR is

very

similar

to

ASCR

- --2.0 ~

+4.0

RMSSE

(km/h)< +0.8 < +0.8 < +0.8 < +0.8 < +0.8 < +0.8 < +0.8 - < +1.3 < +1.3 ≦ +0.9 < +0.8

(*) PSA_WLTC Cycle violations status and proposals.pptx

(*) driving trace index - Ford - WLTP.pdf

WLTP-18-06e

Japan Automobile Research Institute 66

(Ref.) Characteristics of each index

INDEX EVALUATION CHARACTERISTICS

Energy Rating (ER) Change rate on the cycle

energy

• Capable of evaluating the change of driving energy.

• It is not able to detect the driving style that repeat acceleration and deceleration.

(Like a wave )

• The detection ability become lower if the extra-high phase is included. (Cycle

energy of Ex-high is relatively bigger than that of L/M/H)

Distance Rating (DR) Change rate on the

distance

• Capable of evaluating the change of driving distance.

• It is not able to detect the driving style that repeat acceleration and deceleration.

Energy Economy

Rating (EER)

Change rate on the

distance per energy

• Capable of evaluating the change of the distance per energy

• Since EER consider both energy and distance, it can evaluate driving style more

appropriately compared to ER and DR

• It is not able to detect the driving style that repeat acceleration and deceleration.

• The detection ability become lower if the extra-high phase is included. (Cycle

energy of Ex-high is relatively bigger than that of L/M/H)

Absolute Speed

Change Rating

(ASCR)

Change rate on the

integral of the absolute

magnitude of acceleration

• Capable of evaluating the change of the integral of the absolute magnitude of

acceleration

• It is able to detect the driving style that repeat acceleration and deceleration

• ASCR value doesn’t change if the route from point A to point B is different.

Root Mean Squared

Speed Error (RMSSE)

Speed deviation • RMSSE value always become large when the speed deviations are observed.

RMSSE has a ability to evaluate conformity between the actual and target

speeds.

• It is not able to detect whether smooth driving or rough driving

Inertial Work Rating

(IWR)

Change rate on the inertial

work

• It is able to detect the driving style that repeat acceleration and deceleration

• Since IWR takes into account vehicle speed in addition to acceleration, IWR

express approximated engine power (P ≈ V*A)

Route_A

Route_B

Route_C

Route_A

Route_B

Route_C

WLTP-18-06e

Japan Automobile Research Institute 77

-10

-5

0

5

10

-10.0 -5.0 0.0 5.0 10.0

ΔC

O2

(%

)

ASCR

ICE-LMH

ICE-LMHxH

-10

-8

-6

-4

-2

0

2

4

6

8

10

-10.0 -5.0 0.0 5.0 10.0

ΔC

O2

(%

)

IWR

ICE-LMH

ICE-LMHxH

-15

-10

-5

0

5

10

0.0 0.5 1.0 1.5 Δ

CO

2 (%

)

RMSSE

ICE-LMH

ICE-LMHxH

-10

-8

-6

-4

-2

0

2

4

6

8

10

-1.5 -1.0 -0.5 0.0 0.5 1.0 1.5 Δ

CO

2 (%

)DR

ICE-LMH

ICE-LMHxH

-10

-5

0

5

10

-8.0 -6.0 -4.0 -2.0 0.0 2.0 4.0 6.0 8.0

ΔC

O2

(%

)

EER

ICE-LMH

ICE-LMHxH

-10

-8

-6

-4

-2

0

2

4

6

8

10

-8.0 -6.0 -4.0 -2.0 0.0 2.0 4.0 6.0 8.0

ΔC

O2

(%

)

ER

ICE-LMH

ICE-LMHxH

77

Relationship between indexes and CO2 of ICEVs

ER DR EER

ASCR RMSSEIWR

possible criteria: - possible criteria: -

CO2: +/- 2% => ASCR: +/- 4.0 possible criteria: < +0.8

※ICE：9 vehicles

Not detected Not detected

2

-2

0.8

Normal

Rough

Smooth

CO2: +/- 2% => IWR: +/- 4.0

WLTP-18-06e

Japan Automobile Research Institute 88

-10

-5

0

5

10

15

-10.0 -5.0 0.0 5.0 10.0

ΔC

O2

(%

)

ER

HEV-CS-LMH

HEV-CS-LMHxH

-10

-5

0

5

10

15

-15.0 -10.0 -5.0 0.0 5.0 10.0 15.0

ΔC

O2

(%

)

ASCR

HEV-CS-LMH

HEV-CS-LMHxH

-10

-5

0

5

10

15

-20.0 -10.0 0.0 10.0 20.0

ΔC

O2

(%

)

IWR

HEV-CS-LMH

HEV-CS-LMHxH

-10

-5

0

5

10

15

0.0 0.5 1.0 1.5 Δ

CO

2 (%

)

RMSSE

HEV-CS-LMH

HEV-CS-LMHxH

-10

-5

0

5

10

15

-10.0 -5.0 0.0 5.0 10.0

ΔC

O2

(%

)

EER

HEV-CS-LMH

HEV-CS-LMHxH

88

Relationship between indexes and CO2_CS of HEVs

ER DR EER

ASCR RMSSEIWR

-10

-5

0

5

10

15

-2.0 -1.0 0.0 1.0 2.0 Δ

CO

2 (%

)DR

HEV-CS-LMH

HEV-CS-LMHxH

possible criteria: < +0.8

※HEV：4 vehicles

2

-2

0.8

CO2: +/- 2% => ASCR: -5.0 ~ +2.0 CO2: +/- 2% => IWR: -6.0 ~ +2.0

CO2: +/- 2% => ER: -3.0 ~ +1.0 CO2: +/- 2% => EER: -3.0 ~ +1.0

WLTP-18-06e

Japan Automobile Research Institute 99

-10

-8

-6

-4

-2

0

2

4

6

8

10

-15.0 -10.0 -5.0 0.0 5.0 10.0 15.0

ΔE

AE

R (%

)

ASCR

16-OVC-HEV

15-OVC-HEV

-10

-8

-6

-4

-2

0

2

4

6

8

10

0.0 0.5 1.0 1.5 Δ

EA

ER

(%

)

RMSSE

16-OVC-HEV

15-OVC-HEV

-10

-8

-6

-4

-2

0

2

4

6

8

10

-20.0 -10.0 0.0 10.0 20.0

ΔE

AE

R (%

)

IWR

16-OVC-HEV

15-OVC-HEV

-10

-8

-6

-4

-2

0

2

4

6

8

10

-10.0 -5.0 0.0 5.0 10.0

ΔE

AE

R (%

)

ER

16-OVC-HEV

15-OVC-HEV

-10

-8

-6

-4

-2

0

2

4

6

8

10

-1.0 -0.5 0.0 0.5 1.0 Δ

EA

ER

(%

)DR

16-OVC-HEV

15-OVC-HEV

-10

-8

-6

-4

-2

0

2

4

6

8

10

-10.0 -5.0 0.0 5.0 10.0

ΔE

AE

R (%

)

EER

16-OVC-HEV

15-OVC-HEV

Relationship between indexes and EAER of OVC-HEV

ER DR EER

ASCR RMSSEIWR

possible criteria: < 0.8

※OVC-HEV：2 vehicles

(AVE CD 1-4) (AVE CD 1-4) (AVE CD 1-4)

(AVE CD 1-4) (AVE CD 1-4) (AVE CD 1-4)0.8

EAER: +/- 2% => ASCR: -7.0 ~ +3.0 EAER: +/- 2% => IWR: -10.0 ~ +4.0

EAER: +/- 2% => ER: -3.0 ~ +1.5 EAER: +/- 2% => EER: -3.0 ~ +1.5

WLTP-18-06e

Japan Automobile Research Institute 1010

-6

-4

-2

0

2

4

6

-10.0 -5.0 0.0 5.0 10.0

ΔE

C_

AC

,we

igh

ted

(%

)

ER

16-OVC-HEV

15-OVC-HEV

-6

-4

-2

0

2

4

6

-1.0 -0.5 0.0 0.5 1.0

ΔE

C_

AC

,we

igh

ted

(%

)DR

16-OVC-HEV

15-OVC-HEV

-6

-4

-2

0

2

4

6

-10.0 -5.0 0.0 5.0 10.0

ΔE

C_

AC

,we

igh

ted

(%

)

EER

16-OVC-HEV

15-OVC-HEV

-6

-4

-2

0

2

4

6

-15.0 -10.0 -5.0 0.0 5.0 10.0 15.0

ΔE

C_

AC

,we

igh

ted

(%

)

ASCR

16-OVC-HEV

15-OVC-HEV

-6

-4

-2

0

2

4

6

0.0 0.5 1.0 1.5 Δ

EC

_A

C,w

eig

hte

d (%

)RMSSE

16-OVC-HEV

15-OVC-HEV

-6

-4

-2

0

2

4

6

-20.0 -10.0 0.0 10.0 20.0

ΔE

C_

AC

,we

igh

ted

(%

)

IWR

16-OVC-HEV

15-OVC-HEV

Relationship between indexes and EC_AC,weighted of OVC-HEV

ER DR EER

ASCR RMSSEIWR

possible criteria: < +0.8

※OVC-HEV：2 vehicles

(AVE CD 1-4 & CS) (AVE CD 1-4 & CS) (AVE CD 1-4 & CS)

(AVE CD 1-4 & CS) (AVE CD 1-4 & CS) (AVE CD 1-4 & CS)0.8

EC: +/- 2% => ASCR: -7.0 ~ +9.0 EC: +/- 2% => IWR: -10.0 ~ +9.0

EC: +/- 2% => ER: +/- 4.0 EC: +/- 2% => EER: -3.0 ~ +4.0

WLTP-18-06e

Japan Automobile Research Institute 1111

-8

-6

-4

-2

0

2

4

6

8

-15.0 -10.0 -5.0 0.0 5.0 10.0 15.0

ΔE

C (%

)

ASCR

16-EV

-8

-6

-4

-2

0

2

4

6

8

0.0 0.5 1.0 1.5 Δ

EC

(%

)

RMSSE

16-EV

-8

-6

-4

-2

0

2

4

6

8

-20.0 -10.0 0.0 10.0 20.0

ΔE

C (%

)

IWR

16-EV

-8

-6

-4

-2

0

2

4

6

8

-8.0 -4.0 0.0 4.0 8.0

ΔE

C (%

)

ER

16-EV

-8

-6

-4

-2

0

2

4

6

8

-1.5 -1.0 -0.5 0.0 0.5 1.0 1.5

ΔE

C (%

)DR

16-EV

-8

-6

-4

-2

0

2

4

6

8

-10.0 -5.0 0.0 5.0 10.0

ΔE

C (%

)

EER

16-EV

1111

Relationship between indexes and EC of PEVs

ER DR EER

ASCR RMSSEIWR

possible criteria: < +0.8

※PEV：1 vehicle

(AVE DS1 & DS2) (AVE DS1 & DS2) (AVE DS1 & DS2)

(AVE DS1 & DS2) (AVE DS1 & DS2) (AVE DS1 & DS2)0.8

EC: +/- 2% => ASCR: -4.0 ~ +3.0 EC: +/- 2% => IWR: +/- 5.0

EC: +/- 2% => ER: -3.0 ~ +0.5 EC: +/- 2% => EER: -2.5 ~ +1.5

WLTP-18-06e

Japan Automobile Research Institute 1212

Relationship between indexes and PER of PEV

ER DR EER

ASCR RMSSEIWR

-8

-6

-4

-2

0

2

4

6

8

-10.0 -5.0 0.0 5.0 10.0

ΔP

ER

(%

)

ER

16-EV

-8

-6

-4

-2

0

2

4

6

8

-1.0 -0.5 0.0 0.5 1.0

ΔP

ER

(%

)DR

16-EV

-8

-6

-4

-2

0

2

4

6

8

-10.0 -5.0 0.0 5.0 10.0

ΔP

ER

(%

)

EER

16-EV

-8

-6

-4

-2

0

2

4

6

8

-15.0 -10.0 -5.0 0.0 5.0 10.0 15.0

ΔP

ER

(%

)

ASCR

16-EV

-8

-6

-4

-2

0

2

4

6

8

0.0 0.5 1.0 1.5 Δ

PE

R (%

)

RMSSE

16-EV

-8

-6

-4

-2

0

2

4

6

8

-20.0 -10.0 0.0 10.0 20.0

ΔP

ER

(%

)

IWR

16-EV

possible criteria: < +0.8

※PEV：1 vehicle

(AVE DS1 & DS2) (AVE DS1 & DS2) (AVE DS1 & DS2)

(AVE DS1 & DS2) (AVE DS1 & DS2) (AVE DS1 & DS2)0.8

PER: +/- 2% => ASCR: +/- 4.0 PER: +/- 2% => IWR: +/- 5.0

PER: +/- 2% => ER: -3.0 ~ +1.5 PER: +/- 2% => EER: -3.0 ~ +1.5

WLTP-18-06e

Japan Automobile Research Institute 1313

0

5

10

15

20

25

30

35

40

45

≦-5

≦-4

.5

≦-4

≦-3

.5

≦-3

≦-2

.5

≦-2

≦-1

.5

≦-1

≦-0

.5

≦0

≦0

.5

≦1

≦1

.5

≦2

≦2

.5

≦3

≦3

.5

≦4

≦4

.5

≦5

＞5

Fre

qu

en

cy (%

)

EER

EER-AT/CVT

EER-MT

EER-HEV

0

5

10

15

20

25

30

≦-5

≦-4

.5

≦-4

≦-3

.5

≦-3

≦-2

.5

≦-2

≦-1

.5

≦-1

≦-0

.5

≦0

≦0

.5

≦1

≦1

.5

≦2

≦2

.5

≦3

≦3

.5

≦4

≦4

.5

≦5

＞5

Fre

qu

en

cy (%

)

ASCR

ASCR-AT/CVT

ASCR-MT

ASCR-HEV

0

5

10

15

20

25

30

35

40

45

50

≦0

.1

≦0

.2

≦0

.3

≦0

.4

≦0

.5

≦0

.6

≦0

.7

≦0

.8

≦0

.9

≦1

≦1

.1

≦1

.2

≦1

.3

≦1

.4

≦1

.5

≦1

.6

≦1

.7

≦1

.8

≦1

.9

≦2

≦3

≦4

Fre

qu

en

cy (%

)

RMSSE

RMSSE-AT/CVT

RMSSE-MT

RMSSE-HEV

0

5

10

15

20

25

30

≦-5

≦-4

.5

≦-4

≦-3

.5

≦-3

≦-2

.5

≦-2

≦-1

.5

≦-1

≦-0

.5

≦0

≦0

.5

≦1

≦1

.5

≦2

≦2

.5

≦3

≦3

.5

≦4

≦4

.5

≦5

＞5

Fre

qu

en

cy (%

)

IWR

IWR-AT/CVT

IWR-MT

IWR-HEV

Feasibility study (JAMA-JARI data)

◆EER ◆ASCR

◆RMSSE ◆IWR

+4.0

-2.0

+0.8 +1.0

+4.0

-2.0

-1.5 +1.5

The frequency distribution in each index is as follow;

WLTP-18-06e

Japan Automobile Research Institute 1414

Comparison between 3 phase and 4 phase

◆EER ◆ASCR

◆RMSSE ◆IWR

• EER value of 4 phase is

smaller than that of 3

phase. Since the cycle

energy of Extra high phase

is approx. 40% of total, the

effect of driving style in

L/M/H phase become

relatively smaller.

• Regarding ASCR，IWR

and RMSSE, the index of 3

phase and the index of 4

phase are almost same.

y = 0.6698x + 0.0593

-3.0

-2.0

-1.0

0.0

1.0

2.0

3.0

-3.0 -2.0 -1.0 0.0 1.0 2.0 3.0

EER - LMH

EE

R -

LM

HxH

y = 0.9342x + 0.0713

-6.0

-4.0

-2.0

0.0

2.0

4.0

6.0

-6.0 -4.0 -2.0 0.0 2.0 4.0 6.0

ASCR - LMH

AS

CR

- L

MH

xH

y = 0.9995x + 0.0028

0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

2.0

0.0 0.5 1.0 1.5 2.0

RMSSE - LMH

RM

SS

E -

LM

HxH

y = 0.9079x + 0.1421

-6.0

-4.0

-2.0

0.0

2.0

4.0

6.0

-6.0 -4.0 -2.0 0.0 2.0 4.0 6.0

IWR - LMH

IWR

- L

MH

xH

WLTP-18-06e

Japan Automobile Research Institute 1515

-20

-15

-10

-5

0

5

10

15

20

-10.0 -5.0 0.0 5.0 10.0

ΔM

_C

O2

,we

igh

ted

(%

)

ER

16-OVC-HEV

15-OVC-HEV

-20

-15

-10

-5

0

5

10

15

20

-1.0 -0.5 0.0 0.5 1.0 Δ

M_

CO

2,w

eig

hte

d (%

)DR

16-OVC-HEV

15-OVC-HEV

-20

-15

-10

-5

0

5

10

15

20

-10.0 -5.0 0.0 5.0 10.0

ΔM

_C

O2

,we

igh

ted

(%

)

EER

16-OVC-HEV

15-OVC-HEV

-20

-15

-10

-5

0

5

10

15

20

-15.0 -10.0 -5.0 0.0 5.0 10.0 15.0

ΔM

_C

O2

,we

igh

ted

(%

)

ASCR

16-OVC-HEV

15-OVC-HEV

-20

-15

-10

-5

0

5

10

15

20

0.0 0.5 1.0 1.5 Δ

M_

CO

2,w

eig

hte

d (%

)

RMSSE

16-OVC-HEV

15-OVC-HEV

-20

-15

-10

-5

0

5

10

15

20

-20.0 -10.0 0.0 10.0 20.0

ΔM

_C

O2

,we

igh

ted

(%

)

IWR

16-OVC-HEV

15-OVC-HEV

(Ref.) Relationship between indexes and M_CO2,weighted of OVC-HEV

ER DR EER

ASCR RMSSEIWR

possible criteria: -2.5 ~ +0.5 possible criteria: -2.5 ~ 0

possible criteria: -5.0 ~ 0 possible criteria: -6.0 ~ 0 possible criteria: < +0.8

※OVC-HEV：2 vehicles

(AVE CD 1-4 & CS) (AVE CD 1-4 & CS) (AVE CD 1-4 & CS)

(AVE CD 1-4 & CS) (AVE CD 1-4 & CS) (AVE CD 1-4 & CS)

WLTP-18-06e

Japan Automobile Research Institute 1616

(Ref.) Drive Trace Index (SAE J2951)

Energy Rating (ER)

is defined as the percent difference between the total driven and target cycle

energy.

Distance Rating (DR)

is defined as the percent difference between the total driven and scheduled

distance.

Energy Economy Rating (EER)

is defined as the percentage difference between the distance per unit cycle energy

for the driven and target traces. Since fuel economy is a measure of the distance

traveled per unit of fuel consumed, the effect of distance driven must also be

considered in an assessment of a drive quality that is intended to correlate with fuel

economy.

Absolute Speed Change Rating (ASCR)

is defined as the percentage difference between the ASC for the driven and target

traces. It provides an indicator of the "smoothness" of the driven trace relative to

the scheduled trace. A driven trace that is "smoother" will have a lower ASC than

the scheduled trace and so will result in a negative ASCR.

Inertial Work Rating (IWR)

is defined as the percentage difference between the inertial work for the driven and

target traces. It can indicate when the drive style might substantially impact the

overall efficiency of the engine, such that a metric based strictly on cycle energy

might not fully characterize observed deviations from expected emission rates.

Root Mean Squared Speed Error (RMSSE)

provides the driver’s performance in meeting the schedule speed trace throughout

the test cycle in terms of the Root Mean Squared Speed Error. The value is always

a positive number with lower values (closer to zero) indicating better performance.

RMS Speed Error has units of kilometer per hour (km/h) in this study.

100

T

TD

CE

CECEER

100

T

TD

D

DDDR

1001100

11001

/ER

/DREER

N

i

i

T

TD

aASC

ASC

ASCASCASCR

1

100

N

VV

.RMSSE

N

i

TiDi

1

2

63

N

i

ii

T

TD

daETW.IW

IW

IWIWIIWR

1

0151

100

* D: Driven, T: Target