1. J. Pavlovic, A. Marotta, B. Ciuffo WLTP 2nd Act May 18th, 2017
Update on correction of test cycle flexibilities
J. Pavlovic, A. Marotta, B. Ciuffo WLTP 2nd Act May 18th, 2017

2. Background
JRC applied speed + distance CO2 corrections proposed by TUG on a number of vehicles tested in JRC labs and for a limited number of vehicles on tests done in some OEM and TSs labs;
In most cases repeatability and reproducibility of results increased after corrections;
In most cases deviations from the target power and distance were very small and corrections only slightly effected the final CO2 result;

3. Background
Last time we showed you CO2 results for 5 vehicles from CO2MPAS simulations for 4 theoretical speed profiles (normal, maximum, minimum, and optimized) in order to evaluate possible effect on CO2 if no corrections were done;
Without corrections and using the optimized speed profile savings in CO2 for these tested 5 vehicles can go up to 4.3 g/km;
However, it also became obvious that method proposed for corrections shall be further tested with “real” tests done with optimized and rough speed profiles.

4. Work in progress
JRC received data from VW testing of 1 vehicle under normal, high/rough and low/smooth WLTP conditions;
We have also received data from JARI (Japan Research Institute) for 9 vehicles tested under normal, smooth, rough/extreme rough WLTP conditions;
Speed + distance corrections for these tests were done, but also calculation of driving indexes (in particular RMSSE and IWR) that are already part of WLTP procedure;
Japan proposal from the last WLTP IWG meeting (18th) is to set criteria for these DIs as following:
RMSSE (Root Mean Squared Speed Error) < +0.8
IWR (Inertial Work Rated) -2.0 ~ +4.0

5. VW vehicle MT-GASOLINE VW VEHICLE MEASURED SPEED+ DISTANCE CORRECTION
POWER (KW)
DISTANCE (KM)
DRIVING INDEXES
RMSSE (km/h)
IWR (%)
TEST1-NORMAL
121.3
121.0
5.5
0.756
1.56%
TEST2-HIGH 1
127.2
120.3
6.0
1.668
14.82%
TEST3-HIGH 2
126.8
120.0
1.726
9.92%
TEST4-LOW1
113.5
118.1
5.1
1.596
-11.13%
TEST5-LOW2
114.9
118.6
5.2
1.444
-7.94%

6. JARI vehicle A CVT-GASOLINE-1.4L JARI VEHICLE A MEASURED SPEED+
DISTANCE CORRECTION
POWER (KW)
DISTANCE (KM)
DRIVING INDEXES
RMSSE (km/h)
IWR (%)
TEST 1-NORMAL
132.7
133.1
5.40
0.489
0.27%
TEST 2-SMOOTH
128.2
129.9
5.39
1.027
-7.12%
TEST 3-EXTREMELY ROUGH
182.3
179.3
5.38
0.977
43.03%

7. JARI vehicle A
Extreme rough

8. SPEED+DISTANCE CORRECTION
JARI vehicle B
CVT,GASOLINE, 0.7L
JARI - VEHICLE B
MEASURED
SPEED+DISTANCE CORRECTION
POWER (KW)
DISTANCE (KM)
DRIVING INDEXES
RMSSE (km/h)
IWR (%)
TEST1-NORMAL
117.5
117.6
5.01
0.715
1.12%
TEST 2-SMOOTH
114.4
115.9
4.98
1.180
-6.85%
TEST 3-EXTREMELY ROUGH
136.9
135.0
4.96
1.166
23.50%

9. JARI vehicle C MT, GASOLINE, 2.0L JARI - VEHICLE C MEASURED SPEED+
DISTANCE CORRECTION
POWER (KW)
DISTANCE (KM)
DRIVING INDEXES
RMSSE (km/h)
IWR (%)
TEST1-NORMAL
179.5
179.4
6.61
0.674
1.91%
TEST 2-SMOOTH
177.6
178.1
1.135
-7.09%
TEST 3-EXTREMELY ROUGH
189.6
185.6
6.76
1.011
41.47%

10. JARI vehicle D CVT,GASOLINE, 1.2L JARI - VEHICLE D MEASURED SPEED+
DISTANCE CORRECTION
POWER (KW)
DISTANCE (KM)
DRIVING INDEXES
RMSSE (km/h)
IWR (%)
TEST1-NORMAL
117.2
117.1
5.00
0.470
0.46%
TEST 2-SMOOTH
112.0
114.8
4.84
1.214
-9.26%

11. SPEED+DISTANCE CORRECTION
JARI vehicle E
AT, GASOLINE, 0.7L
JARI - VEHICLE E
MEASURED
SPEED+DISTANCE CORRECTION
POWER (KW)
DISTANCE (KM)
DRIVING INDEXES
RMSSE (km/h)
IWR (%)
TEST1-NORMAL
174.3
180.5
6.71
3.757
-10.64%
TEST 2-SMOOTH
173.1
181.3
6.70
4.051
-16.26%
TEST 3-ROUGH
175.1
181.7
6.65
3.913
-8.17%
Vehicle E could not follow the EH phase, it was in WOT operation. It is visible bellow in table that IWR was extremely high for EH phase.
For this vehicle downscaling and capping shall be performed and in that case results will have much more sense.
IWR (%) L M H EH
Total
TEST1-NORMAL
0.842%
0.536%
1.427% % %
TEST 2-SMOOTH
-6.103%
-6.301%
-6.360% % %
TEST 3-ROUGH
5.085%
4.664%
4.536% %
-8.167%

12. JARI vehicle F CVT, GASOLINE, 0.6L JARI - VEHICLE F MEASURED SPEED+
DISTANCE CORRECTION
POWER (KW)
DISTANCE (KM)
DRIVING INDEXES
RMSSE (km/h)
IWR (%)
TEST1-NORMAL
129.5
6.13
0.498
0.17%
TEST 2-SMOOTH
126.8
128.2
6.12
1.272
-4.43%
TEST 3-ROUGH
133.4
133.6
6.03
0.896
2.98%
Vehicle F is a low-powered vehicle (Japanese Kei car) and there was not possible to operate aggressive driving —› low IWR
Also power enrichment was often happening during rough driving —› increase in CO2 that could not be corrected with formulas proposed.

13. JARI vehicle G CVT, GASOLINE, 1.5L JARI - VEHICLE G MEASURED SPEED+
DISTANCE CORRECTION
POWER (KW)
DISTANCE (KM)
DRIVING INDEXES
RMSSE (km/h)
IWR (%)
TEST1-NORMAL
125.5
125.6
5.66
0.377
0.65%
TEST 2-SMOOTH
121.7
123.0
5.64
1.230
-5.69%
TEST 3-ROUGH
129.0
5.57
0.781
2.59%

14. JARI vehicle H MT, GASOLINE, 2.0L JARI - VEHICLE H MEASURED SPEED+
DISTANCE CORRECTION
POWER (KW)
DISTANCE (KM)
DRIVING INDEXES
RMSSE (km/h)
IWR (%)
TEST1-NORMAL
307.8
306.7
12.22
0.558
2.26%
TEST 2-SMOOTH
301.2
301.8
12.32
1.226
-2.78%
TEST 3-ROUGH
309.4
308.0
12.18
0.874
4.73%

15. JARI vehicle I MT, DIESEL , 3.0L JARI - VEHICLE I MEASURED SPEED+
DISTANCE CORRECTION
POWER (KW)
DISTANCE (KM)
DRIVING INDEXES
RMSSE (km/h)
IWR (%)
TEST1-NORMAL
283.4
282.4
12.94
0.437
0.31%
TEST 2-SMOOTH
280.4
282.9
12.86
1.195
-4.75%
TEST 3-ROUGH
286.5
284.9
12.92
0.787
2.61%

16. Conclusions
It is evident that in most cases DIs detected the extreme (smooth and rough) tests;
When corrections were performed for these tests, results improved, but for many vehicles were far from “normal” test results, especially in the cases of “rough” driving;
Possible approach would be to use DIs to eliminate extreme tests and correction to apply only on tests where DIs were within the agreed threshold limits;
Threshold values can be further discussed within the group and JRC will further evaluate the limits.