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
WLTP-DTP-Current Status 12092011
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
WLTP-DTP-Current Status 12092011
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
Japan Automobile Research Institute 3
modified with DHC member agreement.
WLTP-DTP-Current Status 12092011
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
Japan Automobile Research Institute 4
1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000Time (s)
WLTP-DTP-Current Status 12092011
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
WLTP-DTP-Current Status 12092011
Supplemental document
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
Japan Automobile Research Institute 6
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
WLTP-DTP-Current Status 12092011
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
Japan Automobile Research Institute 7
Wheelbase 2100 4100 mmMax. vehicle speed 200 km/hEngine cooling fan 4 ~ 160 km/h, 1867 m3/minManufacture MEIDEN
WLTP-DTP-Current Status 12092011
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
H-ExH 3L-M Cold 1L-M 1
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
H-ExH 3L-M Cold 1L-M 1
1
Veh. DLDCV660 cc5MT
Driver 1
HotOption B (Unique)
HotOption A (Fixed) analysis
Japan Automobile Research Institute 8
H-ExH 1L-M 1
H-ExH 1
5MT
Hot Option A (Fixed)Driver 2
WLTP-DTP-Current Status 12092011
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
Japan Automobile Research Institute 9
Drivers Questionnaire TBD
WLTP-DTP-Current Status 12092011
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
Japan Automobile Research Institute 10
Coolant temp.: Coolant temperatures of end of low phase are difference between cold and hot condition.
WLTP-DTP-Current Status 12092011
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
Japan Automobile Research Institute 11
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
WLTP-DTP-Current Status 12092011
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
Japan Automobile Research Institute 12
600 620 640 660 680 700 720 740 760 780 800Time (s)
(*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS
WLTP-DTP-Current Status 12092011
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
Japan Automobile Research Institute 13
(*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS
WLTP-DTP-Current Status 12092011
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
Japan Automobile Research Institute 14
01200 1220 1240 1260 1280 1300 1320 1340 1360 1380 1400
Time (s)
8000
(*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS
WLTP-DTP-Current Status 12092011
Supplemental document
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
Japan Automobile Research Institute 15
01600 1620 1640 1660 1680 1700 1720 1740 1760 1780 1800
Time (s)
8000
(*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS
WLTP-DTP-Current Status 12092011
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
Japan Automobile Research Institute 16
WLTP-DTP-Current Status 12092011
Supplemental document
Driving Index (Energy rating %) Coolant Temperature ( C )
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.
Driving Index (Energy rating %) Coolant Temperature ( C )
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
Japan Automobile Research Institute 17
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.
WLTP-DTP-Current Status 12092011
Supplemental document
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
Japan Automobile Research Institute 18
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
WLTP-DTP-Current Status 12092011
Supplemental document
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 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
LDCV 3rdLDCV 4thLDCV 5thLDCV 6thLDCV Clutch offNe-N1
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
8000 WLTC v2Low limitHigh limitVrollar-N1
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
Vrollar-N3LDCV 1stLDCV 2ndLDCV 3rdLDCV 4thLDCV 5th
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
Japan Automobile Research Institute 19
600 620 640 660 680 700 720 740 760 780 800Time (s)
(*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS
WLTP-DTP-Current Status 12092011
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)
WLTC v2Low limitHigh limitVrollar-N1Vrollar-N2Vrollar-N3LDCV 1st
No problem
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
0
10
800 820 840 860 880 900 920 940 960 980 1000Time (s)
-8000
-6000
Ne N1Ne-N2Ne-N3
Japan Automobile Research Institute 20
(*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS
WLTP-DTP-Current Status 12092011
Supplemental document
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)
WLTC v2Low limitHigh limitVrollar-N1Vrollar-N2Vrollar-N3LDCV 1st
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
8000 WLTC v2Low limitHigh limitVrollar-N1
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
Vrollar-N3LDCV 1stLDCV 2ndLDCV 3rdLDCV 4thLDCV 5th
0
20
40
60
Veh
ic
-8000
-6000
-4000
-2000
Eng
in
LDCV 6thLDCV Clutch offNe-N1Ne-N2Ne-N3
Japan Automobile Research Institute 21
01200 1220 1240 1260 1280 1300 1320 1340 1360 1380 1400
Time (s)
8000
(*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS
WLTP-DTP-Current Status 12092011
Supplemental document
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)
WLTC v2Low limitHigh limitVrollar-N1Vrollar-N2Vrollar-N3LDCV 1st
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
LDCV 3rdLDCV 4thLDCV 5thLDCV 6thLDCV Clutch offNe-N1
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
8000 WLTC v2Low limitHigh limitVrollar-N1
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
Vrollar-N3LDCV 1stLDCV 2ndLDCV 3rdLDCV 4thLDCV 5th
(Deceleration to cruise)
0
20
40
60
Veh
icl
-8000
-6000
-4000
-2000
Eng
in
LDCV 6thLDCV Clutch offNe-N1Ne-N2Ne-N3
Japan Automobile Research Institute 22
01600 1620 1640 1660 1680 1700 1720 1740 1760 1780 1800
Time (s)
8000
(*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS
WLTP-DTP-Current Status 12092011
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
Japan Automobile Research Institute 23
WLTP-DTP-Current Status 12092011
Supplemental document
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?
Japan Automobile Research Institute 24
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
WLTP-DTP-Current Status 12092011
Supplemental document
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
400 420 440 460 480 500 520 540 560 580 600Time (s)
-8000
-6000
Ne-N1Ne-N2Ne-N3
70
80
6000
8000 WLTC v2Low limitHigh limitVrollar-N1
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
Vrollar-N3HS 1stHS 2ndHS 3rdHS 4thHS 5th
0
10
20
30
Veh
ic
-8000
-6000
-4000
-2000
Eng
in HS 5thHS 6thHS Clutch offNe-N1Ne-N2Ne-N3
Japan Automobile Research Institute 25
600 620 640 660 680 700 720 740 760 780 800Time (s)
(*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS
WLTP-DTP-Current Status 12092011
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)
WLTC v2Low limitHigh limitVrollar-N1Vrollar-N2Vrollar-N3HS 1st
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
Downshift during deceleration phase
0
10
800 820 840 860 880 900 920 940 960 980 1000Time (s)
-8000
-6000
Ne-N1Ne-N2Ne-N3
Japan Automobile Research Institute 26
(*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS
WLTP-DTP-Current Status 12092011
Supplemental document
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)
WLTC v2Low limitHigh limitVrollar-N1Vrollar-N2Vrollar-N3HS 1st
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
8000 WLTC v2Low limitHigh limitVrollar-N1
60
80
100
120
le s
peed
(km
/h)
2000
0
2000
4000
ne s
peed
(1/m
in) Vrollar-N2
Vrollar-N3HS 1stHS 2ndHS 3rdHS 4thHS 5th
0
20
40
60
Veh
ic
-8000
-6000
-4000
-2000
Eng
in HS 5thHS 6thHS Clutch offNe-N1Ne-N2Ne-N3
Japan Automobile Research Institute 27
1200 1220 1240 1260 1280 1300 1320 1340 1360 1380 1400Time (s)
(*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS
WLTP-DTP-Current Status 12092011
Supplemental document
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)
WLTC v2Low limitHigh limitVrollar-N1Vrollar-N2Vrollar-N3HS 1st
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
8000 WLTC v2Low limitHigh limitVrollar-N1
60
80
100
120
le s
peed
(km
/h)
2000
0
2000
4000
ne s
peed
(1/m
in) Vrollar-N2
Vrollar-N3HS 1stHS 2ndHS 3rdHS 4thHS 5th
0
20
40
60
Veh
ic
-8000
-6000
-4000
-2000
Eng
in HS 5thHS 6thHS Clutch offNe-N1Ne-N2Ne-N3
Japan Automobile Research Institute 28
1600 1620 1640 1660 1680 1700 1720 1740 1760 1780 1800Time (s)
(*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS
WLTP-DTP-Current Status 12092011
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
Japan Automobile Research Institute 29
WLTP-DTP-Current Status 12092011
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
Japan Automobile Research Institute 30
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
WLTP-DTP-Current Status 12092011
Supplemental document
Japan Automobile Research Institute 31
WLTP-DTP-Current Status 12092011
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)
Japan Automobile Research Institute 32
Root mean squared speed error (RMSSE) RMSSE = 2.237 * √(Σ(VDi - VTi)2) / N)