Ministry of Land, Infrastructure, Transport and Tourism Modification of WLTC Ver.5 Prepared by Japan 13 th DHC group under GRPE/WLTP informal group 5 June.

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Presentation transcript:

Ministry of Land, Infrastructure, Transport and Tourism Modification of WLTC Ver.5 Prepared by Japan 13 th DHC group under GRPE/WLTP informal group 5 June 2012 the Palais des Nations (Geneva/Switzerland) WLTP-DHC-13-04

Overview of our proposal The WLTC should be sufficiently representative for all participating regions. Through the validation test for WLTC-ver.5, some major vehicles came under the engine protection region, in which ordinary driving rarely steps. The WLTC should be the cycle in which major vehicles in the current market can be operated perfectly without coming under the engine protection region. Japan proposes the modification of the WLTC-ver.5 to eliminate points where some major vehicles come under the engine protection region without decreasing the amount of CO2. 2

１． Necessity of Engine Protection region Engine Protection Region In general, engine temperature depends on the balance between combustion heat and emitted heat from surface of cylinder and cylinder head, valve sheet etc. In the condition of high engine speed/high load, the engine cannot emit its heat enough, therefore engine temperature rises rapidly, resulting in melting exhaust valve, pistons or catalyst. Moreover, under such condition, catalysts could also be overheated and damaged. To prevent such problems, “engine protection” is needed. To protect engines and catalysts from such damages, Air/Fuel ratio should be enriched under the certain conditions to reduce the temperatures of engine valves and cylinders’ interface by latent heat of vaporization of incomplete combustion fuels. It also leads to reduce oxidation reaction in catalyst due to the lack of oxygen, resulting in reducing exhaust and catalyst temperatures. In such cases, however, three-way catalyst won’t work and emissions will worsen. (As a result, CO emissions drastically increase). 3

Engine Protection Region 4 ２． Rareness of the driving under the engine protection region According to our study, engine protection region for specific major vehicles was observed in rare case even when intentionally driving on many steep slopes in Tokyo. On the other hand, these vehicles came under the engine protection region at many points of WLTC ver.5. In this sense, the cycle is far from representative cycle of usual conditions for specific major vehicles.

5 Total 4,210,219 (100%) Passenger Vehicles 3,524,788 (83.7%) 1,138,752 (27.0%) 382,393 (9.1%) Commercial Vehicles 674,780 (16.0%) Assessment of the impacts in market About 40% of total vehicles in Japan are estimated to be tested with the “engine protection region” in WLTC-ver.5. Total domestic sales of new vehicles in Japan (FY2011) Number of vehicles owned in Japan (FY2011) Total 75,512,887 (100%) Passenger Vehicles 58,670,314 (77.7%) 18,486,738 (24.5%) 8,963,641 (11.9%) Commercial Vehicles 14,970,422 (19.8%)

Vehicle No.A1A2A3A4BC Vehicle categoryPC Fuel typePetrol Engine capacity (cc)658 Max. rated power (kW)40 / / 6800 Curb vehicle mass (kg) 670 (assumed) Test mass (kg) Gross vehicle mass (kg) Power to mass ratio (KW/t) (Curb mass basis) After treatmentTWC Emission standard2005 TransmissionCVT Test vehicles (PC) 6

Vehicle No.D1D2D3D4D5E Vehicle categoryLDCV LCVDLDCV Fuel typePetrol Engine capacity (cc)658 Max. rated power (kW)36/ / 7000 Curb vehicle mass (kg) 560 (assumed) Test mass (kg) Gross vehicle mass (kg) Power to mass ratio (KW/t) (Curb mass basis) After treatmentTWC Emission standard2005 Transmission3AT 4AT Test vehicles (LDCV) 7

Test Results PC 8

9

Test Results LDCV 10

Test Results LDCV 11

Test Results LDCV 12

Japanese Proposal 9 points for modification WLTC-ver.5 modified (ver.5.1) 13

Characteristics of Ver.5 & Ver.5.1 Driving distance (km) Driving time (s) Average speed (km/h) Maximum speed (km/h) Maximum acceleration (km/h/s) Average positive acceleration (*1) (m/s2) Average positive acceleration*speed (*1) (m2/s3) RPA (m/s2) Relative workload (*2) Middle Phase Ver Ver High Phase Ver Ver *2:Relative workload per unit mileage. A negative value is calculated as zero. (example of trial calculation in 1.5L passenger car) *1:It calculates for acceleration>0.05m/s2. 14