WLTC* Construction. Proposed by Japan GRPE/WLTP-IG/ DHC subgroup. 14 October 2010 Rev1. 17 October WLTP-DHC-05-05e rev1

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1 WLT* onstruction Proposed by Japan GRPE/WLTP-IG/ DH subgroup 14 October 2010 Rev1. 17 October 2010 *) WLT : Worldwide harmonized Light-duty driving Test ycle 1

2 Table of ontents ontents 1. ycle onstruction 2. old/hot Start Weighting. Gear Shift Points 2

3 1. ycle onstruction 1. ycle onstruction 1.1. urrent Test ycle in EU, US and Japan 1.2. Requirement on Test ycle 1.. ase Study of ycle onstruction

old start and Hot start (independent test with preconditioning) 1204 s NA NA According to

4 1.1. urrent ycle onstruction Urban / Rural Motorway Aggressive mode A test US old start Hot 10 min.soak 172 s 505 s Hot start Hot start 765 s 600 s Hot start 600 s old start 1180 s EU NA NA JAPAN old start and Hot start (independent test with preconditioning) 1204 s NA NA According to WLTP-DH-05-04, Urban/Rural/Motorway phase will be converted to Low/Middle/High phase respectively. 4

5 1.2. Requirement on Test ycle Flexibility Unique test procedure HEV Regeneration system EV range Unique Vehicle ity commuter Low power vehicle Representativeness Driving characteristic old start (e.g. 6 or 12 hours soak) Hot start intermediate soak (e.g. 10 min. soak) warm up (e.g. 15 min. 60kph) Performance Emission Fuel consumption/ghg Test effectiveness Equipment restriction hassis dynamometer Bag analysis duration Minimum sample volume Test flexibility Human respect Target Area 5

6 1..1. ase Study of ycle onstruction A. 1:1:1 ( WMT) B. Based on statistical data ( WHD) L M H L M H T onst T onst ( = 1:1:1 ) T onst T L T M T H T k TimeRatio = = k k = L,M,H T + T + T L M H W k. ompromised way ( LA4+HW) L M H T L T M T L +T M =1200~172 T L :T M =W L :W M T H =600~765 Ref. WLTP-DH

7 1..2. Repeat Drive ycle A - When take into account of Ki determination of regeneration system and/or EV range measurement, repeated cycle procedure is one of key elements of cycle construction. A. 1:1:1 ( WMT) A1. Repeat x times of each mode L L M H a times b times c times L M H T onst T onst T onst WF : a b c A2. Repeat each mode independently, then combine. L L L L M M M H H 7

8 1... Repeat Drive ycle B - B. Based on statistical data ( WHD) B1. Repeat complete cycle L M H T L T M T H WF : L M H L M H k TimeRatio = = k k = L,M,H T L T + T M + T H W k 8

9 1... Repeat Drive ycle -. ompromised way ( LA4+HW). Repeat combined L/M mode and H mode independently L M H L M L M T L WF : 1 1 T M T H + T L +T M =XXX~172 T L :T M =W L :W M a b T H =XXX~765 H H 9

10 2. old/hot Start Weighting 2. old/hot Start Weighting 2.1. How to obtain real-world emissions? 2.2. Average Emission per Trip 2.. old Start Trip Ratio 2.4. alculation of old Weighting Factor 2.5. Summary 2.6. Required Data 10

11 2.1. How to obtain real-world emissions? Requirements Emission that should be evaluated = Average emission per trip Detail of average emission per trip Emission during cold start trip Emission under cold condition Average emission per trip Emission under hot condition Emission during hot start trip Emission under hot condition 11

12 2.2. Average Emission per Trip and old Weighting Factor Total Emission E total (g/km) formula is as following. old start trip old start emission under cold condition old start emission under hot condition Hot start trip R cold + Hot start emission (1 - R cold ) E E H 0km D cycle D (g/km) (g/km) trip 0km E H (g/km) = E HT (g/km) D trip E T (g/km) (*) E T = (E * D cycle + E H * (D trip D cycle ))/ D trip E total = E T * R cold + E HT * (1 R cold ) = (D cycle *R cold /D trip ) * E + (1-D cycle * R cold /D trip ) * E H = WF * E + (1 - WF ) * E H WF = D cycle * R cold / D trip WF c : old start weighting R cold : old start trip ratio D trip : Average one trip distance (km) D cycle : ycle distance (km) E T : old start trip emission (g/km) E HT : Hot start trip emission (g/km) E : old start emission (g/km) E H : Hot start emission (g/km) 12

13 2.. old Start Trip Ratio Generate the cold start trip ratio by multiplying the soak time distribution and the coolant temperature drop ratio as the emission increase ratio Frequency of soak time Frequency F soak (i) Soak time old start trip ratio R cold : R cold [ F (i) F (i ] soak cold = ) oolant temp. drop ratio oolant temp. old start factor i F cold (i) Ambient temp. Soak time Where, R cold : old start trip ratio (= Average cold start emission increment ratio) F soak : Frequency of soak time F cold : old start factor (oolant temp. drop ratio ) 1

14 alculation Sample Low/Mid. cold + Low/Mid hot + High hot old Start Trip Low/Mid. old Low/Mid. Hot High Hot WF W LM W H D trip Distance (km) D trip * W LM D trip * W H D c,lm D trip * W LM D c,lm Emission (g/km) E,LM E T E H,LM E H,H Mass (g) D c,lm * E,LM M T (D T * W LM D c,lm ) * E H,LM (D trip * W H ) * E H,H Emission during cold start trip E T (g/km) E T = M,T / D trip = (D c,lm * E,LM + (D trip * W LM D c,lm ) * E H,LM + (D trip * W H ) * E H,H ) / D trip 14

15 2.4.2 alculation Sample Low/Mid. cold + Low/Mid hot + High hot (conti.) Emission during hot start trip E HT (g/km) E HT = W LM * E H,LM + W H * E H,H Total emission E total (g/km) E total = E T *R cold + E HT * (1 R cold ) Hot start trip D trip * W LM Low/Mid. Hot E H,LM (g/km) D trip * W H High Hot E H,H (g/km) =(D,LM * R cold / D trip ) * E,L + (W LM D,LM * R cold / D trip ) * E H,L + W H * E H,H = WF LM, * E,LM + WF LM,H * E H,LM + WF H,H * E H,H old/hot weighting factor WF LM, = D c,lm * R cold / D trip WF LM,H = W LM D c,lm * R cold / D trip WF H,H = W H 15

16 2.5. Summary alculation process alculate cold start trip ratio Generate the cold start ratio by multiplying the soak time distribution and the coolant temperature drop ratio alculate cold start WF Generate the cold start WF based on average one trip distance cold start trip ratio and test cycle distance Required information/data Investigate the following two items based on actual vehicle usage Distribution of soak time Driving distance per trip Investigate the following based on engine bench test oolant temperature drop ratio Other factors Test cycle distance The ratio of traffic volume in each phase (L/M/H) In Japan, these figures are obtained based on survey and traffic senses. 16

17 2.6. Required Data -1 Distribution of soak time Soak time Passenger ar Frequency Light duty commercial vehicle Frequency (%) (hour) (%) (%) Soak time (hr) Total

18 2.6. Required Data -2 old start factor Soak time (hour) Passenger car oolant temp. ( ) old start factor (-) Light duty commercial vehicle oolant temp. ( ) old start factor (-) oolant temp. ( ) Time (hr)

19 . Gear Shift Points. Gear Shift Points.1. Analysis Method.2. How to define the gear position?.. Definition of Shift hange.4. Factor Analysis / Frequency Distribution.5. Regression Analysis.6. Analysis Sample (J08) 19

In-use data collection Factor analysis Frequency distribution Regression Analysis Develop Shift point

20 .1. Analysis Method Developed gear shift points based on in-use survey to represent the real driving behavior. In-use data collection Factor analysis Frequency distribution Regression Analysis Develop Shift point equation ex. 2 nd Gear Analysis 2nd:Frequency 15% 10% 5% 0% Speed (km /h) G(x)=a*V+b*A+ 80 Validation Speed (km/h) Time (s) 20

21 .2. How to define the gear position? In case of manual gear shift, the formula for calculating vehicle speed would be the following if the clutch was engaged. where, V = 2πr Ne i t i f V: Vehicle speed (km/h) Ne: Engine speed (1/min) r: radius of tire i t : Gear ratio i f : final reduction ratio onsequently, gear position can be defined by calculating gear ratio during driving 21

22 .. Definition of Shift hange Shift up_1: lutch release point for up-shifting Shift up_2: lutch engage point after putting in higher gear Shift down_1: lutch release point for down-shifting or neutral Vehicle speed (km/h) Vehicle speed Shift up 2_lutch on Shift up 1_lutch off Shift down 1_lutch off Engine speed (1/min) Engine speed Shift up 2_lutch on Shift up 1_lutch off Shift down 1_lutch off 0 Gear position (-) Gear position Shift up 2_lutch on Shift up 1_lutch off Shift down 1_lutch off Time (s) 22

23 .4. Factor Analysis / Frequency Distribution alculate the vehicle speed in each gear position (both up-shift and down-shift), then generate various frequency distribution by each vehicle category and analyze the factors that effect shift operation. Vehicle speed frequency distribution (0 V 100 km/h,1km/h step) Vehicle acceleration frequency distribution (-10 a 10 km/h/s, 1km/h/s step) Engine speed frequency distribution (600 r 6000 rpm, 100rpm step) Standardized engine speed frequency distribution (0 r 100 %, 10 % step) 2

24 .5.1. Regression Analysis Develop the shift point equation by Stepwise selection method Dependent variable Explanatory variable Remark Gear position Vehicle speed (km/h) Engine speed (1/min) Normalized engine speed (%) Acceleration (km/h/s) Vehicle category 1: M1, 2: N1, : N2,,, Fuel type 1: Petrol, 2: Diesel, : LPG,,, No. of gear urb weight (kg) Maximum pay load (kg) Gross vehicle weight (kg) Displacement (cc) Maximum power (kw) Maximum torque (Nm) Power to mass ratio (kw/t) Torque to mass ratio (Nm/t) Normalized vehicle weight Wn = urb weight / GVW Drive train coefficient (DT) Refer slide

25 .5.2. Drive Train oefficient (DT) Engine Power Train Drive Train im Transmission 2πr im if = V Ne if Differential Final reduction Gear gear r Tire 2πr / (im * if) : running distance per engine speed (m) r : tire radius (m) im : gear ratio if : final reduction gear ratio V : vehicle speed (km/h) Ne : engine speed (rpm) Running distance an engine revlution (m) y = DT * G(x) Vechile A Vehicle B Vehicle Gear Position G(x) DT : Drive Train oefficient 25

26 .6.1. Analysis Sample (J08) - shift up speed V ehicle A Vehicle D Vehicle F Vehicle H V ehicle J V ehicle B Vehicle E Vehicle G Vehicle I V ehicle K V ehicle 20% 15% 10% 1st:Frequency 15% 10% 5% 2nd:Frequency 10% 5% rd:frequency 8% 6% 4% 2% 0% Speed (km /h) 0% Speed (km /h) 0% Speed (km /h) 8% 8% 5% 4th:Frequency 6% 4% 2% 5th:Frequency 6% 4% 2% 6th:Frequency 4% % 2% 1% 0% Speed (km /h) 0% S peed (km /h) 0% Speed (km /h) 26

27 .6.2. Analysis Sample (J08) - downshift speed Vehicle A Vehicle D Vehicle F Vehicle H V ehicle J Vehicle B Vehicle E Vehicle G Vehicle I V ehicle K Vehicle 1st:Frequency 60% 40% 20% 2nd:Frequency 0% 20% 10% rd:frequency 20% 15% 10% 5% 4th:Frequency 0% Speed (km /h) 8% 6% 4% 2% 0% Speed (km /h) 5th:Frequency 0% 0% Speed (km /h) Speed (km /h) 6% 5% 4% % 2% 1% 0% Speed (km /h) 6th:Frequency % 2% 1% 0% Speed (km /h) 27

28 .6.. Analysis Sample (J08) - Explanatory variable of shift up R 2 Explanatory variable Speed Speed Acceleration Speed Acceleration Normalized vehicle weight Speed Acceleration Normalized vehicle weight DT Speed Acceleration Normalized vehicle weight DT Normalized vehicle running order Speed Acceleration Normalized vehicle weight DT Normalized vehicle running order Engine Max. torque Speed Acceleration Normalized vehicle weight DT Normalized vehicle running order Engine Max. torque Engine Max. power After completion of all data acquisition, the explanatory variable will be determined based on stepwise selection method. 28

29 .6.4. Analysis Sample (J08) - Explanatory variable of downshift R 2 Explanatory variable Speed Speed Engine speed 0.84 Speed Engine speed DT Speed Engine speed DT Acceleration Speed Engine speed DT Acceleration Maximum torque Speed Engine speed DT Acceleration Maximum torque Normalized vehicle weight Speed Engine speed DT Acceleration Maximum torque Normalized vehicle weight Engine capacity After completion of all data acquisition, the explanatory variable will be determined based on stepwise selection method. 29

30 .6.5. Analysis Sample (J08) - Gearshift equation Shift up G( x) up Shift down = V 0.19 A 1.81 W. 6 DT G( x) down = V 0.04 A E DT G(x) :Gearshift equation V :Speed in km/h A :Acceleration in km/h/s Wn :Normalized vehicle weight (urb weight / GVW) E :Engine speed in rpm DT :Drive train coefficient n After completion of all data acquisition, the gearshift equation for WLT will be developed. 0

31 .6.6. Analysis Sample (J08) Final Shift Points Vehicle ategorization Passenger ar Light Duty ommercial Vehicle Drive train coefficient Nomalized vehicle weight Wn Average of LDV Average of P Wn=0.58, DT=0.09 Wn=0.80, DT=0.11 for Passenger cars for Light duty commercial vehicles Speed (km/h) Time (s) Speed (km/h) Time (s) 6 1

WLTP Annex 2 Draft Gear selection, shift points

WLTP Annex 2 Draft Gear selection, shift points WLTP-2012-017 Annex 2 Draft Gear selection, shift points 03.06.2012 ANNEX 2 GEAR SELECTION AND SHIFT POINT DETERMINATION FOR VEHICLES EQUIPPED WITH MANUAL TRANSMISSIONS 1. General Approach The following