WLTC Validation test 1 ~ Progress report by JARI ~

Transcription

1 WLTP-DTP-Current Status WLTC Validation test 1 ~ Progress report by JARI ~ Prepared by JARI DHC group under GRPE/WLTP informal group September 211 Bern, Switzerland Japan Automobile Research Institute 1

2 Table of contents WLTP-DTP-Current Status Purpose 2. Test method 2.1. Test cycle Test vehicles 2.3. Test facility 2.4. Test matrix 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

3 1. Purpose WLTP-DTP-Current Status 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) Reproducibility Based on validation test results, the WLTC may be modified with DHC member agreement. Japan Automobile Research Institute 3

4 2.1. Test cycle WLTP-DTP-Current Status [WLTC ver.2] Low phase: 589 s Middle phase: 433 s Low phase Middle phase 8 6 eed (km/h) Sp Accele eration (km/h/s) High phase: 455 s Extra high phase: 323 s Middle phase High phase Extra-high phase 4 peed (km/h) 1 8 S Acce leration (km/h/s) Japan Automobile Research Institute 4

5 Test vehicles WLTP-DTP-Current Status VehicleA: DAIHATSU MOVE Vehicle B: TOYOTA DYNA (GVW: 3.3 t) Passenger car, 66 cc, CVT, 46.3 kw/t* Light duty vehicle, 1998 cc, 5MT, 55.7 kw/t* Vehicle C: HONDA S2 (under analysis) Passenger car, 22 cc, 6MT, kw/t* Vehicle D: SUZUKI CARRY (under analysis) Light duty vehicle, 66 cc, 5MT, 45.5 kw/t* Japan Automobile Research Institute *) Power to mass ratio on curb weight: max rated power / curb weight 5

6 Test vehicles WLTP-DTP-Current Status 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 S2 TypeS CARRY Vehicle model DBA-LA1S ABF-TRY23 ABA-AP2 EBD-DA63T Curb weight kg 82 1,76 1,26 77 Body Riding capacity persons Maximum load kg - 1,25-35 Gross vehicle weight kg 1,4 3,34 1,37 1,23 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 1,998 2, Maximum rated power kw Engine Engine Max. power 1/min Maximum torque Nm Engine Max. torque 1/min Engine Idling 1/min Exhaust-gas after treatment device (TWC, DPF, Urea SCR, etc) TWC TWC TWC TWC Drive system 2D-2 2-4D 2-2D 2-2D Transmission type CVT 5MT 6MT 5MT 1st nd rd Transmission Transmission gear ratio 4th ~ th th th Final drive ratio st: nd: Front tire size m 155/65R14 75S 175/75R15 215/45R17 145R12-6PR LT Tiers Rear tire size m 155/65R14 75S 145R13 245/4R17 145R12-6PR LT Dynamic radius of driving tire m Maximum speed km/h Performance Power to mass ratio on curb mass KW/t Drive train coefficient Gear shift indicator Y/N N N N N Instruments and Idling stop system Y/N N N N N Controls Cruise control Y/N N N N N Odometer km 4,5 1, 2, 3, Japan Automobile Research Institute 6

7 2.3. Test facility WLTP-DTP-Current Status Driver s Aid CVS (Constant Volume Sampler) Cooling Fan 22kW 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 22 kw (absorption), 2 kw (drive) Rollar Size φ mm x 8 mm Material & surface Iron & sprayed surface (Tungsten carbide) Inertia system Electric inertia compensation Inertia range 2WD 455 ~ 35 kg 4WD 8 ~ 35 kg Wheelbase 21 ~ 41 mm Max. vehicle speed 2 km/h Engine cooling fan 4 ~ 16 km/h, 1867 m 3 /min Manufacture MEIDEN Japan Automobile Research Institute 7

8 2.4. Test matrix WLTP-DTP-Current Status Vehicle Driver Cycle Condition Gear No. of Test Veh. A Passenger car 66 cc CVT Veh. B LDCV 2 cc 5MT Veh. C Passenger car 22 cc 6MT Veh. D LDCV 66 cc 5MT Driver 1 Driver 2 Driver 1 Driver 1 Driver 2 Driver 1 Driver 2 L-M Cold 3 L-M - 3 Hot H-ExH 3 L-M 1 Hot - H-ExH 1 L-M Cold 3 L-M Option A (Fixed) 3 Hot H-ExH 3 L-M Cold 1 L-M Option B (Unique) 1 Hot H-ExH 1 LM L-M Cold 3 L-M Option A (Fixed) 3 Hot H-ExH 3 L-M Cold 1 L-M LM Option B (Unique) 1 Hot H-ExH 1 L-M 1 Hot Option A (Fixed) H-ExH 1 L-M Cold 3 L-M Option A (Fixed) 3 Hot H-ExH 3 L-M Cold 1 L-M Option B (Unique) 1 Hot H-ExH 1 L-M 1 Hot Option A (Fixed) H-ExH 1 under analysis Japan Automobile Research Institute 8

9 2.5. Evaluation Items and Test Criteria WLTP-DTP-Current Status Measurement Items Methods Criteria / Remarks Driving Trace * (each ST) Tire Speed Gear Shift Points Driving index by SAE J2951 Driven roller counter(1hz or more) Acceleration ratio Rotary oayencoder Difference between roller speed and tire speed Appropriate shift point Clutch off point +/- 3% No slip +/- 3kph within +/-1sec Accel Pedal Angle Positional Sensor TBD Engine Coolant Temperature Pollutants (CO, THC, NOx) Difference of Test Drivers Thermostat surface temperature Bag sampling Drive Trace Questionnaire Check necessity of Middle phase when hot start NA TBD Japan Automobile Research Institute 9

10 3.1. Test result Vehicle A (DAIHATSU MOVE) WLTP-DTP-Current Status (*) Driving Index (Energy rating %) Coolant Temperature ( C ) Vehicle Load Gear Driver Condition Test No. Low Low Low Low Low Low ST1 ST2 ST3 ST4 ST5 Total Middle High Ex-High Initial End of Low phase End of Middle phase Cold Veh. A DAIHATSU MOVE PC 66cc CVT 2 persons (11kg) - Driver 1 Hot Driver 2 Hot (*) 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 1

11 Traceability LM phase, Vehicle A (PC,.66L, CVT) WLTP-DTP-Current Status [LOW phase] No problem 8 6 WLTC v2 Vehicle speed (k km/h) Engine speed (1 1/min) N [LOW phase] No problem 8 WLTC v2 6 Vehic cle speed (km/h) Engin ne speed (1/min) (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 11

12 Traceability LM phase, Vehicle A (PC,.66L, CVT) WLTP-DTP-Current Status [LOW phase] 8 WLTC v2 Vehicle speed (k km/h) high acceleration for low power vehicles Engine speed (1 1/min) N [MIDDLE phase] 8 WLTC v2 7 6 Vehic cle speed (km/h) (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS high acceleration for -6 low power vehicles Engin ne speed (1/min) Japan Automobile Research Institute 12

13 Traceability LM phase, Vehicle A (PC,.66L, CVT) WLTP-DTP-Current Status [MIDDLE phase] No problem 8 6 WLTC v2 Vehicle speed (k km/h) Engine speed (1 1/min) (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 13

14 Traceability HxH phase, Vehicle A (PC,.66L, CVT) WLTP-DTP-Current Status Vehicle speed (k km/h) [HIGH phase] high acceleration for low power vehicles Engine speed (1 1/min) WLTC v2 N [HIGH phase] 8 WLTC v le speed (km/h) Vehicl (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS high acceleration for low power vehicles Engin ne speed (1/min) Japan Automobile Research Institute 14

15 Traceability HxH phase, Vehicle A (PC,.66L, CVT) WLTP-DTP-Current Status [HIGH Extra-HIGH phase ] 16 8 WLTC v Vehicle speed (k km/h) high acceleration for low power vehicles Impossible to follow the target speed /min) Engine speed ( [Extra-HIGH phase] 8 WLTC v2 14 Lack of smoothness 6 le speed (km/h) Vehic Engin ne speed (1/min) (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 15

16 Traceability Vehicle A WLTP-DTP-Current Status Time L/M/H Comments There are some area where are higher acceleration for low power vehicle 2 ExH It is impossible to follow the target from 152 s to 156 s 3 L/M/H/ExH It was not observed slip and/or lock 4 ExH: 1635, 1723, 1774, 1777, 1789, Lack of smoothness during deceleration cruise portions Japan Automobile Research Institute 16

17 Test result Vehicle B (TOYOTA DYNA) WLTP-DTP-Current Status (*) Driving Index (Energy rating %) Coolant Temperature ( C ) Vehicle Load Gear Driver Condition Test No. Low ST1 Low ST2 Low ST3 Low ST4 Low ST5 Low Total Middle High Ex-High Initial End of Low phase End of Middle phase 2 persons JP Driver 1 Hot Cold Veh. B TOYOTA DYNA LDCV 2cc 5MT 2 persons (11kg) + load 5kg with rear deck JP Driver 1 Hot HS Driver 1 Cold Hot 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. (*) Thermostat surface temperature Japan Automobile Research Institute 17

18 WLTP-DTP-Current Status Traceability LM phase, Op-A, Vehicle B (LDCV, 2.L, 5MT) Vehicle speed (k km/h) It is able to trace the target. However it seems to be the difficult part The vehicle speed drop and can NOT trace the target due to clutch OFF It is able to trace the target. However it seems to be the difficult part Engine speed (1 1/min) WLTC v2 LDCV 1st LDCV 2nd LDCV 3rd LDCV 4th LDCV 5th LDCV 6th LDCV Clutch off le speed (km/h) Vehic It is difficult to shift down to 2 nd gear. It seems to hold 3 rd gear is appropriate (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS 8 WLTC v Engin ne speed (1/min) LDCV 1st LDCV 2nd LDCV 3rd LDCV 4th LDCV 5th LDCV 6th LDCV Clutch off Japan Automobile Research Institute 18

19 WLTP-DTP-Current Status Traceability LM phase, Op-A, Vehicle B (LDCV, 2.L, 5MT) Vehicle speed (k km/h) It is better to shift up gear to 3rd approximately idling engine speed The vehicle speed drop and can NOT trace the -2 target due to clutch OFF Engine speed (1 1/min) WLTC v2 LDCV 1st LDCV 2nd LDCV 3rd LDCV 4th LDCV 5th LDCV 6th LDCV Clutch off le speed (km/h) Vehic In the case of no loading on the rear deck, it is impossible to trace the target speed (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS want to keep 3 rd gear longer 8 WLTC v Engin ne speed (1/min) LDCV 1st LDCV 2nd LDCV 3rd LDCV 4th LDCV 5th LDCV 6th LDCV Clutch off Japan Automobile Research Institute 19

20 WLTP-DTP-Current Status Traceability LM phase, Op-A, Vehicle B (LDCV, 2.L, 5MT) Vehicle speed (k km/h) No problem Engine speed (1 1/min) WLTC v2 LDCV 1st LDCV 2nd LDCV 3rd LDCV 4th LDCV 5th LDCV 6th LDCV Clutch off N (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 2

21 WLTP-DTP-Current Status Traceability HxH phase, Op-A, Vehicle B (LDCV, 2.L, 5MT) Vehicle speed (k km/h) approximately idling engine speed 2-6 It is impossible to follow the target speed using current gear shift 118 point. It is 12 necessary to modify the gear hold duration /min) Engine speed ( WLTC v2 LDCV 1st LDCV 2nd LDCV 3rd LDCV 4th LDCV 5th LDCV 6th LDCV Clutch off Vehic cle speed (km/h) In the case of no loading on the rear deck, it is impossible to trace the target speed 8 WLTC v Engin ne speed (1/min) LDCV 1st LDCV 2nd LDCV 3rd LDCV 4th LDCV 5th LDCV 6th LDCV Clutch off (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 21

22 WLTP-DTP-Current Status Traceability HxH phase, Op-A, Vehicle B (LDCV, 2.L, 5MT) Vehicle speed (k km/h) 16 It is impossible ibl to follow the 8 WLTC v target speed. It is necessary to modify acceleration 4 It is impossible to follow the target speed using current gear -4 2 shift point. It is necessary to -6 modify the gear hold duration /min) Engine speed ( LDCV 1st LDCV 2nd LDCV 3rd LDCV 4th LDCV 5th LDCV 6th LDCV Clutch off le speed (km/h) Vehicl Unnatural change (Deceleration to cruise) 8 WLTC v Engin ne speed (1/min) LDCV 1st LDCV 2nd LDCV 3rd LDCV 4th LDCV 5th LDCV 6th LDCV Clutch off (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 22

23 Traceability Vehicle B, Op-A WLTP-DTP-Current Status Time Comments 1 In the case of no loading on the rear deck, it is impossible to trace the target speed during high L/M/H/ExH deceleration portions. 2 In the case of load weight of 5 kg on the rear deck, it was not observed slip and/or lock It is difficult to shift down to 2 nd 4 512~ ST4: Approximately idling engine speed 5 17 ~ 18 It is impossible to follow the target speed 6 116~1182 It is necessary to revise gear position ~ 158 It is impossible ibl to follow the target t speed ~ 153 It is necessary to revise gear position 9 1 Japan Automobile Research Institute 23

24 WLTP-DTP-Current Status Traceability LM phase, Op-B, Vehicle B (LDCV, 2.L, 5MT) Vehicle speed (k km/h) It is difficult to shift gear to 2nd after transit to acceleration phase (1 second before is OK) Engine speed (1 1/min) WLTC v2 HS 1st HS 2nd HS 3rd HS 4th HS 5th HS 6th HS Clutch off sec before standing start (all) may cause tolerance error Vehic cle speed (km/h) Why gear position is different? Downshift during deceleration phase (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS 8 WLTC v Engin ne speed (1/min) HS 1st HS 2nd HS 3rd HS 4th HS 5th HS 6th HS Clutch off Japan Automobile Research Institute 24

25 WLTP-DTP-Current Status Traceability LM phase, Op-B, Vehicle B (LDCV, 2.L, 5MT) Vehicle speed (k km/h) It is difficult to shift gear to 2nd after transit to acceleration phase (1 second before is OK) Engine speed (1 1/min) WLTC v2 HS 1st HS 2nd HS 3rd HS 4th HS 5th HS 6th HS Clutch off Vehic cle speed (km/h) Why gear position is different? (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS 8 WLTC v Engin ne speed (1/min) HS 1st HS 2nd HS 3rd HS 4th HS 5th HS 6th HS Clutch off Japan Automobile Research Institute 25

26 WLTP-DTP-Current Status Traceability LM phase, Op-B, Vehicle B (LDCV, 2.L, 5MT) Vehicle speed (k km/h) Downshift during deceleration phase Engine speed (1 1/min) WLTC v2 HS 1st HS 2nd HS 3rd HS 4th HS 5th HS 6th HS Clutch off (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS Japan Automobile Research Institute 26

27 WLTP-DTP-Current Status Traceability HxH phase, Op-B, Vehicle B (LDCV, 2.L, 5MT) Vehicle speed (k km/h) On the lower limit. It 2-6 seems to be better than JP proposal in this area Engine speed (1 1/min) WLTC v2 HS 1st HS 2nd HS 3rd HS 4th HS 5th HS 6th HS Clutch off N1 le speed (km/h) Vehic (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS 8 WLTC v Engin ne speed (1/min) HS 1st HS 2nd HS 3rd HS 4th HS 5th HS 6th HS Clutch off Japan Automobile Research Institute 27

28 WLTP-DTP-Current Status Traceability HxH phase, Op-B, Vehicle B (LDCV, 2.L, 5MT) Vehicle speed (k km/h) Although it is impossible to trace the target, it seems to be better than JP proposal Impossible to follow the target speed Engine speed (1 1/min) WLTC v2 HS 1st HS 2nd HS 3rd HS 4th HS 5th HS 6th HS Clutch off N1 le speed (km/h) Vehic (*) Tolerance: +/- 2 km/h and +/- 1 s, follow the same tolerance as TRIAS 8 WLTC v Engin ne speed (1/min) HS 1st HS 2nd HS 3rd HS 4th HS 5th HS 6th HS Clutch off Japan Automobile Research Institute 28

29 Traceability Vehicle B, Op-B WLTP-DTP-Current Status Time Comments 1 64 It is difficult to shift gear to 2nd after transit to acceleration phase Downshift during deceleration phase It is difficult to shift gear to 2nd after transit to acceleration phase Downshift during deceleration phase 5 17 ~ 18 It is impossible to follow the target speed ~ 158 It is impossible to follow the target speed Japan Automobile Research Institute 29

30 4. Summary (Tentative) WLTP-DTP-Current Status TEST CYCLE LOW Although following the target speed, Energy rating error indicate more than 3%. In low speed area (<1 km/h), test vehicles with manual transmission have difficulty to follow the 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. 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 3

31 WLTP-DTP-Current Status Japan Automobile Research Institute 31

32 Appendix. SAE J2951 Drive Quality Evaluation WLTP-DTP-Current Status Engine force F ENG = [F + F 1 *V + F 2 *V * ETW * a] + Engine work increment W i = F ENGi * d i Cycle energy (CE) CE = ΣW 2 i = Σ[(F + F 1 *V i + F 2 *V i * ETW * a i ) * d i ]+ Energy rating (ER) ER = (CE D - CE T )/CE T *1 Distance rating (DR) DR = (D D -D T ) / D T *1 Energy economy rating (EER) EER = [1 (DR / 1 +1) / (ER / 1 +1)] * 1 Absolute speed change rating (ASCR) ASCR = (ASC D - ASC T ) / ASC T * 1 ASC = t*σ a i Root mean squared speed error (RMSSE) RMSSE = * (Σ(V Di -V Ti ) 2 ) / N) (*)Subscript TT T: Target, tddi D: Driven ( = roller) (*) D = Σd i Japan Automobile Research Institute 32