1. ASEP -- Revision of D/F and OICA methods --
GRB informal meeting #13
6-7 November 2008
JASIC

2. Main Differences between D/F and OICA proposal
Discussion points
N_anch
N_urban
(Statistical analysis)
N_i
(measured)
Gap of Average and measured engine speed.
Case of exceeding 2m/s^2 on gear i
L_anch
Lwot_limit
(calculated by Kp and Annex3 limit)
L_wot,i
Consideration for low noise vehicles
Sound slope
Fixed 5dB/1000rpm
Individual, but less than 7dB/1000rpm
5dB/1000rpm is average. A half of data base are higher slope.
Tolerance
2dB
3dB
Calculation for limit lines
Lp_anch=[Lwot_limit – Lcrs50]
Lp=Lp_anch+5dB/1000rpm [rpm]
Lt=32Log(V[rpm]/V50)+Lcrs50
Lwot=[Lp+Lt] ---energy sum.
Lp=[Lwot,i – Lcrs50 (or Lroll)]
Lwot,j=Lp+Lcrs50+32Log(Vj/V50)
gear)
Lwot=Lwot,j + slope(dB/1000rpm) [rpm]
Anchor point

3. The vehicles which fail D/F and pass OICA
< 0.0
0.1 to 0.5
0.6 <
Fail
Large difference between D/F and measured engine speed.
These vehicles do not pass Annex3

4. How to define the engine speed for anchor point
Nurban=2.2PMR-0.43
(n-n_idle)/(s-n_idle)
Power to mass ratio
Difference
(ΔN=Measured value - Nurban)

5. The vehicles which fail D/F and pass OICA
< 0.0
0.1 to 0.5
0.6 <
Fail

6. Same results of Mod. D/F and OICA vehicle 1-45 D/F：Fail OICA：Pass
D/F Proposal
OICA Proposal
D/F：Fail
OICA：Pass
Mod. D/F: Pass
Engine speeds are used Ni and Ni+1 for anchor point
Gear：3rd, Annex3,i : 4th

7. Same results of Mod. D/F and OICA vehicle 200-14 D/F：Fail OICA：Pass
D/F Proposal
OICA Proposal
D/F：Fail
OICA：Pass
Mod. D/F: Pass
Engine speeds are used Ni and Ni+1 for anchor point
Gear：2nd , Annex3,i : 4th

8. The vehicles which fail D/F and pass OICA
< 0.0
0.1 to 0.5
0.6 <
Fail
Still different

9. The vehicles which fail D/F and pass OICA
< 0.0
0.1 to 0.5
0.6 <
Fail

10. Engine speeds are used Ni and Ni+1 for anchor point
N1 diesel vehicle 3-01
D/F Proposal
OICA Proposal
D/F：Fail
OICA：Pass
Engine speeds are used Ni and Ni+1 for anchor point
Mod. D/F: Fail
Tolerance 2dB : Pass
Sound Slope = 5.7dB/1000rpm
N1 might be considered separately, because N1 vehicle’s design is different from passenger car’s.
Gear：2nd , Annex3,i : 3rd

11. The vehicles which fail D/F and pass OICA
< 0.0
0.1 to 0.5
0.6 <
Fail
Fail due to changing tolerance 3dB to 2dB

12. Influence of tolerance Vehicle 200-4
D/F Proposal
OICA Proposal
D/F：Fail
OICA：Pass
Mod. D/F: Fail
Tolerance 2dB: Fail
It seems that the tolerance 3dB
may be necessary.
Gear：2nd , Annex3,i : 5th

13. Influence of tolerance Vehicle 200-10
D/F Proposal
OICA Proposal
D/F：Fail
OICA：Pass
Mod. D/F: Fail
Tolerance 2dB: Fail
It seems that the tolerance 3dB
may be necessary.
Gear：3rd , Annex3,i : 4th

14. Distribution of sound slope
Average
2nd : 5 dB/1000rpm
3rd : 6 dB/1000rpm
D/F(UBA) uses fixed value, 5dB/1000rpm

15. Risk of the fixed sound slope
The difference of sound slope 1dB/1000rpm causes the difference 3dB at the maximum engine speed.
5dB/1000rpm is average for 2nd gear. Therefore, a half of vehicles have larger slope.
The sound slope in D/F should be modified or may use the individual slope.
Vehicle：
Gear：2nd , Annex3,i : 4th
6.0dB/1000rpm (2nd)

16. Anchor point for OICA proposal Gear：2nd , Annex3,i : 4th PMR=124
(Nwot,i; original)
OICA Proposal
(Nurban, i, i+1)
The anchor points based on gear i, i+1, or 2 gears are in line with limit line
Vehicle
Gear：2nd , Annex3,i : 4th PMR=124

17. Anchor point for OICA proposal Gear：2nd , Annex3,i : 4th , PMR=181
(Nwot,i; original)
OICA Proposal
(Nurban, i, i+1)
The anchor points based on gear i, i+1, or 2 gears are in line with limit line
Vehicle
Gear：2nd , Annex3,i : 4th , PMR=181

18. Summary (1)
The result of D/F proposal with modified engine speed for anchor point is same as that of OICA method with 2dB tolerance.
(But the tolerance should be optimized.)
The sound slope in D/F should be modified or may use the individual slope.
N1 might be considered separately, because N1 vehicle’s design is different from passenger car’s.
However, D-range tests on automatic transmission have the other problem.

19. Consideration for modifyiing the OICA proposal on D-range test for CVT
OICA proposal compensate tyre nosie only at the anchor point.
There is the influence of tyre noise at every point as well as at the anchor point, bcause the relationship between vehicle speed and engine speed is not liner in case of CVT.
D/F proposal cannot create a limit line.
Vehicle 1-10
Gear：D-range , Annex3,i : D-range

20. Non linear relationship
Vehicle 1-10
1000
2000
3000
4000
5000
6000 20 30 40 50 60 70 80 90
100
Vehicle speed(Vbb), km/h
Engine speed(Nbb), rpm
D-range
Annex3(D)
Nmax
Vehicle 1-12
1000
2000
3000
4000
5000
6000 20 30 40 50 60 70 80 90
100
Vehicle speed(Vbb), km/h
Engine speed(Nbb), rpm
D-range
Annex3(D)
Nmax
Vehicle 1-14
1000
2000
3000
4000
5000
6000 20 30 40 50 60 70 80 90
100
Vehicle speed(Vbb), km/h
Engine speed(Nbb), rpm
D-range
Annex3(D)
Nmax
Vehicle 1-16
1000
2000
3000
4000
5000
6000 20 30 40 50 60 70 80 90
100
Vehicle speed(Vbb), km/h
Engine speed(Nbb), rpm
ASEP(D)
Annex3(D)
Nmax

21. Modified OICA proposal for D-range test
Vehicle 1-10 A B
rpm dB B A
Same engine speed but different vehicle speed
0.7 dB
Influence of tyre noise
Should use maximum vehcle speed within ASEP test for the calculation of the anchor point

22. Modified OICA proposal for D-range test
Vehicle：ASEP 1-10 (original)
Vehicle：ASEP 1-10 (mod.)
Vehicle：ASEP 1-12 (original)
Vehicle：ASEP 1-12 (Mod.)

23. Modified OICA proposal for D-range test
Vehicle：ASEP 1-14 (original)
Vehicle：ASEP 1-14 (Mod.)
Vehicle：ASEP 1-16 (original)
Vehicle：ASEP 1-16 (Mod.)

24. Comparison between the D/F and OICA proposal on D-range test for CVT
D/F D-range test
OICA D-range test
Step-1 : Measure_Annex3 : Lurban, Lcrs
Step-2 : Measure ASEP_data :
Lmax
Step-3 : Calculate Anchor Point
Step-4 : Calculate Limit Curve L_ASEP(n,v)
Step-1 : Same
Step-2 : Measure ASEP_data :
Lmax
Step-3 : Calculate Anchor Point
Step-4 : Calculate Limit line
L_ASEP(slope)
Repeat Step2 to Step 4 for the number of ASEP data
A lot of calculation steps

25. Consideration for low noise vehicles
Near Annex3 limit
Low noise
Vehicle 1-47
Lurban=69.0dB
Lurban=71.5dB
72-69=3dB margine
The reference lines of D/F and OICA are same
Should add a margine of Annex3 limit
Vehicle 99-8
Vehicle 1-45
Lurban=69.2dB
Lurban=69.2dB
Lurban=72.4dB
=2.8dB margine

26. To revise the OICA proposal;
Summary (2)
To revise the OICA proposal;
Should be revised compensation of anchor point in case of D-range test for the automatic transmission.
Should be considered a margin of Annex3 to apply to ASEP for low noise vehicles.

27. Exemption (Simplification)

28. Narrow range of engine speed for CVT
398 rpm
(7.7 %)
511 rpm
(9.8 %)
Vehicle 1-12
Vehicle 1-10
492 rpm
(10.0 %)
512 rpm
(11.7 %)
534 rpm
(11.0 %)
538 rpm
(11.1 %)
Vehicle 1-14
201 rpm
(3.3) %
225 rpm
(4.4 %)
Vehicle 1-16
Is it necessary to test ASEP for such vehicles?

29. How about lower engine speed of Annex3?
There is no example that exceeds the noise level of Annex3 below the engine speed of Annex3.

30. Engine speed during Annex3 (1)

31. Engine speed during Annex3 (2)
Lower engine speed are already covered in Annex 3

32. Summary (3)
May skip ASEP test when Annex3 covers the engine speed in ASEP.
Not necessary to test below Annex3 (anchor point)

33. Appendix