1

WLTP-DHC-09-02

Development of World-wide Light-duty Test Cycle

~ Introduction of the WLTC 1st ver.~

Prepared by Japan

DHC groupunder GRPE/WLTP informal group

6-7 July 2011Stockholm, Sweden

2

WLTP-DHC-09-02Table of contents

1. Purpose

2. In-use data collection

3. Regional weighting

4. In-use driving data analysis

5. Development of WLTC 1st version

6. WLTP driving cycle 1st version

3

WLTP-DHC-09-02

Develop the world wide harmonized light duty test cycle (WLTC) which will represent typical driving conditions around the world.

The WLTC are developed based on combination of collected in-use data and suitable weighting factors.

Data collection CP’s: EU, India, Japan, Korea, USA (and China)

1. Purpose

4

WLTP-DHC-09-022. Overview of In-use data collection

Total amount of data collection (Unit: km)

Vehicle typeNo. of

vehiclesUrban Rural Motorway Undefined

PC 11 13,605 1,301 10,764 25,670

LDCV 13 13,233 1,325 12,727 27,285

PC 6 8,480 6,943 10,610 26,033

LDCV 2 2,558 3,261 2,551 8,370

PC 16 11,783 11,832 18,189 41,804

LDCV 4 3,218 3,713 7,042 13,974

PC 0 0 0 0 0

LDCV 0 0 0 0 0

PC 156 0 0 0 130,188

LDCV 20 0 0 0 0

Chased car - 7,538 2,365 19,635 29,538

PC 11 4,986 24,667 21,292 114,271 165,216

LDCV 0 0 0 0 0

PC 8 7,865 11,051 4,498 23,414

LDCV 0 0 0 0 0

PC 6 800 729 1,090 2,619

LDCV 4 2,815 4,093 140 7,047

PC 42 23,568 53,520 31,828 108,916

LDCV 0 0 0 0 0

PC 8 9,827 23,964 23,854 57,646

LDCV 0 0 0 0 0

PC 9 9,438 4,796 413 14,648

LDCV 0 0 0 0 0

PC 18 14,662 24,351 9,920 48,934

LDCV 0 0 0 0 0

PC 26 6,021 3,763 12,886 22,670

LDCV 4 518 57 374 949

PC 10 7,174 9,750 566 17,491

LDCV 12 0 0 0 14,290 14,290

PC 5 0 0 0 18,525 18,525

LDCV 2 0 0 0 18,426 18,426

Total

EU+CH

Region

China (CN)

USA (US)

Japan (JP)

130,188

India (IN)

Korea (KR)

Sweden (SE)

9,666

Slovenia (SI)

France (FR)

165,216Belgium (BE)

Germany (DE)

Spain (ES)

36,951

United Kingdom (UK)

Switzerland (CH)

Italy (IT)

Poland (PL)

31,781

23,619

57,646

159,726

48,934

108,916

14,648

52,955

55,778

34,403

0

23,414

5

WLTP-DHC-09-023.1. Regional weighting

5

Regional weighting when developing the unified driving characteristic is set based on Traffic volume ratio

EU, 0.33EU, 0.24

EU, 0.29

EU, 0.43

US, 0.23 US, 0.44

US, 0.55

US, 0.55

JP, 0.16

JP, 0.12

JP, 0.02

KR, 0.06

KR, 0.04

KR, 0.04IN, 0.22IN, 0.16

JP, 0.01KR, 0.01

IN, 0.10 IN, 0.00

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Low Middle High Ex-High

Reg

iona

l wei

ghtin

g

IN

KR

JP

US

EU

6

WLTP-DHC-09-023.2. Internal weighting for Europe and US

Internal WF for European counties was set based on Traffic statistics (TREMOVE) and in-use driving data (vehicle speed and amount of in-use data).

Internal WF for US data was set based on US and Mr. Steven’s advice.

BE15%

DE12%

ES9%

FR21%

IT10%

PL4%

SI5%

UK14%

CH4%

SE6%

BE

DE

ES

FR

IT

PL

SI

UK

CH

SE

US EPAdata84%

UScustomer

data16%

US EPA data

US customer data

[Internal WF for Europe] [Internal WF for US]

7

WLTP-DHC-09-024.1. driving characteristics

[Average speed] [RPA]

[Average ST duration] [Average IDLE duration]

19.8

40.1

62.9

86.2

20.0

39.9

55.6

83.1

18.8

37.0

59.7

90.1

17.2

34.1

53.9

67.6

21.1

39.5

56.1

19.8

38.4

58.0

86.8

0

20

40

60

80

100

120

Low Middle High Extra-high

Ave

rage

spe

ed (

km/h

)

JP EU US KR IN Unified

0.17

7

0.14

2

0.11

7

0.08

6

0.20

0

0.17

6

0.14

4

0.11

4

0.24

5

0.22

5

0.16

4

0.10

3

0.19

2

0.17

4

0.13

9

0.15

5

0.13

4

0.14

2 0.16

20.19

2

0.18

8

0.15

6

0.10

8

0.00

0.05

0.10

0.15

0.20

0.25

0.30

Low Middle High Extra-high

RP

A (

m/s

2)

JP EU US KR IN Unified

66

161

458

1158

68

221

473

1082

63 125 28

4

601

64

201

691

1621

148

642

1157

84

238

446

824

0

500

1000

1500

2000

2500

Low Middle High Extra-high

Ave

rage

ST

dur

atio

n (s

)

JP EU US KR IN Unified

26.5

25.6

21.5

15.5

15.6

16.6 18

.4

17.1

24.9

22.3

20.1

12.2

29.2

39.8

34.2

22.1

23.1 24

.6

46.2

21.9

22.4

22.8

14.5

0

5

10

15

20

25

30

35

40

45

50

Low Middle High Extra-high

Ave

rage

IDLE

dur

atio

n (s

)

JP EU US KR IN Unifiedd

isre

ga

rdd

isre

ga

rd

dis

reg

ard

dis

reg

ard

8

WLTP-DHC-09-024.2. Unified speed acceleration distribution

[Low phase] [Middle phase]

[High phase] [Extra-high phase]

-16

-12

-8

-4

0

4

8

12

16

-20 0 20 40 60 80 100 120 140 160Speed (km/h)

Acc

ele

ratio

n (

km/h

/s)

Unified Low

-16

-12

-8

-4

0

4

8

12

16

-20 0 20 40 60 80 100 120 140 160Speed (km/h)

Acc

ele

ratio

n (

km/h

/s)

Unified Middle

-16

-12

-8

-4

0

4

8

12

16

-20 0 20 40 60 80 100 120 140 160Speed (km/h)

Acc

ele

ratio

n (

km/h

/s)

Unified High

-16

-12

-8

-4

0

4

8

12

16

-20 0 20 40 60 80 100 120 140 160Speed (km/h)

Acc

ele

ratio

n (

km/h

/s)

Unified Extra-high

9

WLTP-DHC-09-024.3. Speed frequency distribution

[Low phase] [Middle phase]

[High phase] [Extra-high phase]

0

5

10

15

20

25

30

35

40

45

50

0

10

20

30

40

50

60

70

80

90

10

0

11

0

12

0

13

0

14

0

15

0

16

0

17

0

18

0

Vehicle speed (km/h)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100

Cu

m. f

req

ue

ncy

(%

)

Unified Low

Japan LowEU Low

US Low

Korea LowIndia Low

Unified Low0

5

10

15

20

25

30

0

10

20

30

40

50

60

70

80

90

10

0

11

0

12

0

13

0

14

0

15

0

16

0

17

0

18

0

Vehicle speed (km/h)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100

Cu

m. f

req

ue

ncy

(%

)

Unified Middle

Japan MiddleEU Middle

US Middle

Korea MiddleIndia Middle

Unif ied Middle

0

5

10

15

20

25

30

0

10

20

30

40

50

60

70

80

90

10

0

11

0

12

0

13

0

14

0

15

0

16

0

17

0

18

0

Vehicle speed (km/h)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100C

um

. fre

qu

en

cy (

%)

Unified High

Japan HighEU High

US High

Korea HighIndia High

Unified High

0

5

10

15

20

25

30

0

10

20

30

40

50

60

70

80

90

10

0

11

0

12

0

13

0

14

0

15

0

16

0

17

0

18

0

Vehicle speed (km/h)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100

Cu

m. f

req

ue

ncy

(%

)

Unified Extra-high

Japan Extra-high

EU Extra-high

US Extra-high

Korea Extra-high

Unified Extra-high

10

WLTP-DHC-09-024.4. Frequency distribution on Short trip duration

[Low phase] [Middle phase]

[High phase] [Extra-high phase]

0

2

4

6

8

10

11

12

13

14

15

16

17

18

19

11

01

11

11

21

13

11

41

15

11

61

17

11

81

19

12

01

21

12

21

23

12

41

25

12

61

27

12

81

29

13

01

Short trip duration (s)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100

Cu

m. f

req

ue

ncy

(%

)

Unified LowJapan LowEU LowUS LowKorea LowIndia LowUnified Low

0

2

4

6

8

10

15

11

01

15

12

01

25

13

01

35

14

01

45

15

01

55

16

01

65

17

01

75

18

01

85

19

01

95

11

00

11

05

11

10

11

15

11

20

1

Short trip duration (s)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100

Cu

m. f

req

ue

ncy

(%

)

Unified MiddleJapan MiddleEU MiddleUS MiddleKorea MiddleIndia MiddleUnified Middle

0

2

4

6

8

10

1

20

1

40

1

60

1

80

1

10

01

12

01

14

01

16

01

18

01

20

01

22

01

24

01

26

01

28

01

30

01

32

01

34

01

36

01

Short trip duration (s)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100C

um

. fre

qu

en

cy (

%)

Unified HighJapan HighEU HighUS HighKorea HighIndia HighUnified High

0

2

4

6

8

10

1

20

1

40

1

60

1

80

1

10

01

12

01

14

01

16

01

18

01

20

01

22

01

24

01

26

01

28

01

30

01

32

01

34

01

36

01

Short trip duration (s)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100

Cu

m. f

req

ue

ncy

(%

)

Unified Extra-high

Japan Extra-high

EU Extra-high

US Extra-high

Korea Extra-high

Unified Extra-high

11

WLTP-DHC-09-024.5. Frequency distribution on Idling duration

[Low phase] [Middle phase]

[High phase] [Extra-high phase]

0

2

4

6

8

10

12

14

16

18

20

01

02

03

04

05

0

60

70

80

90

10

01

10

12

01

30

14

0

15

01

60

17

01

80

19

02

00

Idling duration (s)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100

Cu

m. f

req

ue

ncy

(%

)

Unified LowJapan LowEU LowUS LowKorea LowIndia LowUnified Low

0

2

4

6

8

10

12

14

16

18

20

01

02

03

04

05

0

60

70

80

90

10

01

10

12

01

30

14

0

15

01

60

17

01

80

19

02

00

Idling duration (s)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100

Cu

m. f

req

ue

ncy

(%

)

Unified MiddleJapan MiddleEU MiddleUS MiddleKorea MiddleIndia MiddleUnified Middle

0

2

4

6

8

10

12

14

16

18

20

01

02

03

04

05

0

60

70

80

90

10

01

10

12

01

30

14

0

15

01

60

17

01

80

19

02

00

Idling duration (s)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100C

um

. fre

qu

en

cy (

%)

Unified HighJapan HighEU HighUS HighKorea HighIndia HighUnified High

0

2

4

6

8

10

12

14

16

18

20

01

02

03

04

05

0

60

70

80

90

10

01

10

12

01

30

14

0

15

01

60

17

01

80

19

02

00

Idling duration (s)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100

Cu

m. f

req

ue

ncy

(%

)

Unified Extra-high

Japan Extra-high

EU Extra-high

US Extra-high

Korea Extra-high

Unified Extra-high

12

WLTP-DHC-09-025.1. Determination of test cycle duration

The total test cycle duration is set at 1800 s, same as WHDC and WMTC

The test cycle duration in each phase is determined based on traffic volume ratio between L/M/H/ExH phases(*) Low: 589 s, Mid.: 433 s, High: 455 s, Ex-High: 323 s

[Traffic volume in million vehicle-hour]

Cycle duration 589 433 455 323 1800

Low Middle High Ex-High Total

EU 23,338 12,444 15,748 16,380 67,911US 15,898 22,578 29,541 21,254 89,271JP 11,126 6,157 1,164 328 18,775KR 4,053 1,838 2,087 443 8,420IN 15,629 8,466 5,641 64 29,800

World-wide 70,044 51,484 54,181 38,470 214,178propotion 0.327 0.240 0.253 0.180 1.000

(*) Traffic volume ratio between L/M/H/ExH phases is obtained by using compensated WF and amount (duration) of data when converted from U/R/M to L/M/H/ExH

13

WLTP-DHC-09-025.2. Determination of No. of Short trip and Idling section

The No. of short trip and idling section in each phase are determined by using the following equation

drive cycle duration in each phase (Ti) - average idling duration

average short trip duration ＋ average idling duration

number of short trip (NST, i)

=

number of idling section (NI, i) = number of short trip (NST, i) + 1

[No. of ST/IDLE section]

Target cycleduration

Average STduration

AverageIDLE

durationNo. of ST No. of IDLE

s s s # #

Low 589 84 22 5 6

Middle 433 238 22 1 2

High 455 446 23 1 2

Extra-high 323 824 14 1 2

14

WLTP-DHC-09-02

0

1

2

3

4

5

11

12

13

14

15

16

17

18

19

11

01

11

11

21

13

11

41

15

11

61

17

11

81

19

12

01

21

12

21

23

12

41

25

12

61

27

12

81

29

13

01

Short trip duration (s)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100

Cu

m. f

req

ue

ncy

(%

)

0

1

2

3

4

5

15

11

01

15

12

01

25

13

01

35

14

01

45

15

01

55

16

01

65

17

01

75

18

01

85

19

01

95

11

00

11

05

11

10

11

15

11

20

1

Short trip duration (s)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100

Cu

m. f

req

ue

ncy

(%

)

0

1

2

3

4

5

1

20

1

40

1

60

1

80

1

10

01

12

01

14

01

16

01

18

01

20

01

22

01

24

01

26

01

28

01

30

01

32

01

34

01

36

01

Short trip duration (s)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100C

um

. fre

qu

en

cy (

%)

0

1

2

3

4

5

1

20

1

40

1

60

1

80

1

10

01

12

01

14

01

16

01

18

01

20

01

22

01

24

01

26

01

28

01

30

01

32

01

34

01

36

01

Short trip duration (s)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100

Cu

m. f

req

ue

ncy

(%

)

5.3.1. Determination of Short trip duration in each phase

[Low] [Middle]

[High] [Extra-high]

1935

54

88±1s 249±1s

380±6s

Actual ST: 428±6s

Combined cycle: 428 s

Actual ST: 317±4 s

Combined cycle: 317 s

Cycle duration for middle phase is determined based on Idling ratio

Cycle duration for high phase is determined based on Idling ratio

Cycle duration for Extra-high phase is determined based on Idling ratio

15

WLTP-DHC-09-02

0

5

10

15

20

25

30

01

02

03

04

05

06

07

08

09

01

00

11

01

20

13

01

40

15

01

60

17

01

80

19

02

00

Idling duration (s)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100

Cu

m. f

req

ue

ncy

(%

)

0

5

10

15

20

25

30

01

02

03

04

05

06

07

08

09

01

00

11

01

20

13

01

40

15

01

60

17

01

80

19

02

00

Idling duration (s)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100

Cu

m. f

req

ue

ncy

(%

)

0

5

10

15

20

25

30

01

02

03

04

05

06

07

08

09

01

00

11

01

20

13

01

40

15

01

60

17

01

80

19

02

00

Idling duration (s)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100C

um

. fre

qu

en

cy (

%)

0

5

10

15

20

25

30

01

02

03

04

05

06

07

08

09

01

00

11

01

20

13

01

40

15

01

60

17

01

80

19

02

00

Idling duration (s)

Fre

qu

en

cy (

%)

0

10

20

30

40

50

60

70

80

90

100

Cu

m. f

req

ue

ncy

(%

)

5.3.2. Determination of Idling duration in each phase

[Low] [Middle]

[High] [Extra-high]

1

28 86

38

18

46±6 s7

25±6 s

2

5±4 s

1

16

WLTP-DHC-09-025.3.3. Selection of each ST duration

it is necessary to reduce number of combinations ST selection criteria

ST within average ±1σ in each ST duration Average vehicle speed Acceleration duration ratio Deceleration duration ratio

Smaller chi-squared value is higher priority The number of candidate STs in each ST duration

Longest ST has big influence on chi-square value => Not reduce Shorter ST => reduce candidate STs to make total number of combinatio

ns approximately 108~9 .

-10

0

10

20

30

40

50

60

70

0 50 100 150 200 250 300 350

X1 X2X3 X4 X5 sec. Y sec.

N unitsN * X5/Y unitsN * X4/Y・・・N * X1/Y units

17

WLTP-DHC-09-025.4. The characteristics of first ST and Idling of a day

[The characteristics of first ST and Idling of a day by Mr. Steven]

Order of Idling sections Average Idling duration of first Idling of a day is 28 s.

Select 28 s

The final Idling duration would be more than 5 s because of stable sampling.

Select 8 s

Order of Short trips Average speed of first short trip of a day is approx. 30 km/h. => ST of 245 s

ST of lowest speed and IDLE of longest duration are connected in order to reflect traffic jam

the order of short trips is set based on random

regionsamplenumber

stopduration in

s

averageshort trip

duration ins

averagespeed in

km/h

maximumspeed in

km/h

Europe 3271 24.0 208.4 29.3 48.8

USA 1492 32.0 144.7 29.8 55.5

Average - 28.0 176.5 29.6 52.2

18

WLTP-DHC-09-026.1. WLTP driving cycle 1st version

-8.0

-6.0

-4.0

-2.0

0.0

2.0

4.0

6.0

8.0

0 200 400 600 800 1000 1200 1400 1600 1800Time (s)

Acc

eler

atio

n (k

m/h

/s)

Low phase Middle phaseHigh phase Extra-high phase

0

20

40

60

80

100

120

140

160

0 200 400 600 800 1000 1200 1400 1600 1800Time (s)

Spe

ed (

km/h

)

Low phase Middle phaseHigh phase Extra-high phase

Vave: 28.6km/h

TID1: 28 s

19

WLTP-DHC-09-026.2. Characteristics of WLTC 1st version

Parameter

Cycle duration

Driving distanc

e

Average speed

Max. speed

Max. acceleration

Max. Deceler

ation

driving mode (*)

Acceleration ratio

Deceleration ratio

Cruise ratio

Idling ratio

s (h) km km/h km/h km/h/s km/h/s % % % %

Unified characteris

tics

Worldwide

Low - - 19.8 60.0 - - 27.5 25.4 22.7 24.5

Middle - - 38.4 80.0 - - 31.4 27.5 28.8 12.2

High - - 58.0 110.0 - - 31.3 27.2 35.5 6.0

Extra-high - - 86.8 194.7 - - 25.7 23.4 48.9 2.0

Unified - - 45.9 194.7 - - 29.1 26.0 32.1 12.8

WLTC1st

Low 589 2.98 18.2 50.9 5.3 -5.3 26.1 27.8 19.7 26.3

Middle 433 5.01 41.6 72.5 5.4 -7.4 37.0 24.2 27.2 11.1

High 455 7.01 55.5 97.4 6.5 -7.7 29.0 28.8 35.2 7.0

Extra-high 323 8.06 89.8 125.5 6.4 -4.1 28.5 27.2 42.1 2.2

WLTC-unified

1800 23.06 46.1 125.5 6.5 -7.7 29.9 27.1 29.6 13.4

(*) The definitions for the driving modes are given by WMTC analysis (refer to Appendix)

20

WLTP-DHC-09-026.3. Speed acceleration distribution of WLTC 1st version

WLTC ver.1

Low Midle

Unifieddistribution

-12

-8

-4

0

4

8

12

-20 0 20 40 60 80 100 120 140 160Speed (km/h)

Acc

ele

ratio

n (

km/h

/s)

Unified distribution-Worldwide Low

-12

-8

-4

0

4

8

12

-20 0 20 40 60 80 100 120 140 160Speed (km/h)

Acc

ele

ratio

n (

km/h

/s)

Unified distribution-Worldwide Middle

-12

-8

-4

0

4

8

12

-20 0 20 40 60 80 100 120 140 160Speed (km/h)

Acc

ele

ratio

n (

km/h

/s)

WLTC Low

-12

-8

-4

0

4

8

12

-20 0 20 40 60 80 100 120 140 160Speed (km/h)

Acc

ele

ratio

n (

km/h

/s)

WLTC Middle

21

WLTP-DHC-09-026.3. Speed acceleration distribution of WLTC 1st version

Ex-highHigh

Unifieddistribution

WLTC ver.1

-12

-8

-4

0

4

8

12

-20 0 20 40 60 80 100 120 140 160Speed (km/h)

Acc

ele

ratio

n (

km/h

/s)

WLTC High

-12

-8

-4

0

4

8

12

-20 0 20 40 60 80 100 120 140 160Speed (km/h)

Acc

ele

ratio

n (

km/h

/s)

Unified distribution-Worldwide High

-12

-8

-4

0

4

8

12

-20 0 20 40 60 80 100 120 140 160Speed (km/h)

Acc

ele

ratio

n (

km/h

/s)

Unified distribution-Worldwide Ex-high

-12

-8

-4

0

4

8

12

-20 0 20 40 60 80 100 120 140 160Speed (km/h)

Acc

ele

ratio

n (

km/h

/s)

WLTC Ex-high

22

WLTP-DHC-09-02Appendix. Definition of driving modes

Source: TRANS-WP29-GRPE-2004-10e.pdf, page.18, http://live.unece.org/fileadmin/DAM/trans/doc/2004/wp29grpe/TRANS-WP29-GRPE-2004-10e.pdf