2014/3/10 japan automobile research institute 1 study on applicability of driving index (defined in...

2014/3/10

Japan Automobile Research Institute 1

Study on Applicability of Driving Index

(defined in SAE J2951) to WLTC

WLTP-06-16e

2014/3/10


< Background >

It is quite reasonable to have tolerance for each set point under the emission/fuel consumption test procedure from the view points of testing practicability. On the other hands, the tolerance have a possibility to create test result variations. These variations may cause inappropriate information to customer and/or unfair competitions. WLTP has been trying to narrow the tolerance and to stringent the test procedure, however, it still has a room for data variations.

European commission has been reviewing all possible flexibilities in the WLTP gtr and their studies are under going with support of TNO and TUG.

Japan focus on driving tracability as one of the most significant factors since new test cycle profile has changed to micro-transient mode from trapezium mode.

2014/3/10

Japan Automobile Research Institute

Test vehicles ：

Trace technique ： Normal (keep the target trace as much as possible), Smoothing, Rough, Rough-2 (see below)

# of Tests ：

Vehicle A ： 1.3L, Gasoline, CVT, have few difficulty to follow the trace Vehicle B ： 0.66L, Gasoline, CVT, have difficulty to follow the trace study how to treat WOT driving portions Vehicle C ： 2.0L, Gasoline, 6MT study how to treat gear shift portions

Vehicle condition

Normal-1 Smooth Rough-1Rough-2 (Slightly)

Cold 1 1 1 -

Hot 2 2 1 1

0

10

20

30

40

50

60

0 20 40 60 80 100Time (s)

Ve

hic

le s

pe

ed

(km

/h)

Target speed

Vehicle speed [Smooth]

Low limit

High limit

0

10

20

30

40

50

60

0 20 40 60 80 100Time (s)

Ve

hic

le s

pe

ed

(km

/h)

Target speed

Vehicle speed [Rough-1]

Low limit

High limitSmoothing Rough

Smooth acceleration

higher than target lower than target

Rough pedal operation

< Overall Test Plan >

2014/3/10


< Conclusion >

It was observed that drive trace indexes are able to detect the unexpected driving technique (smooth or rough) and to eliminate the inappropriate cycle trace by applying the appropriate criteria. (ASCR and RMSSE are possible candidate indexes, on the other hands, ER, DR and EER have weakness due to offset of positive and negative side)

It was observed that special treatment during wide-open-throttle operation is necessary.

More study on how to treat gear shift events is required. It was observed that negative side (smooth driving) drive trace index

has slight correlation with FC value, on the other hands, positive side (rough driving) has no correlation with FC value.

2014/3/10


< Request to all CPs >

Evaluate the drive trace index (provide calculation tool, if necessary). Speed sampling rate : 10Hz ( need to modify gtr description).

< Next Actions >

Provide specific procedure for WOT operation and gear shift events. Propose driving index criteria for test validity. Collaborate “normalization procedure” with TUG.

2014/3/10


Driving Indexes defined in SAE J2951

Engine force• FENG = [F0 + F1*V + F2*V2 + 1.015 * ETW * a]+

Engine work increment• Wi = FENGi * di

Cycle energy (CE)• CE = ΣWi = Σ[(F0 + F1*Vi + F2*Vi

2 + 1.015 * ETW * ai) * di]+

Energy rating (ER) • ER = (CED - CET) / CET*100

Distance rating (DR) • DR = (DD - DT) / DT*100

Energy economy rating (EER) • EER = [1 – (DR / 100 +1) / (ER / 100 +1)] * 100• Combined ER and DR

Absolute speed change rating (ASCR) • ASCR = (ASCD - ASCT) / ASCT * 100• ASC = t*Σ|a⊿ i|• Integrate the acceleration (= speed fluctuation)

Root mean squared speed error (RMSSE) • RMSSE = √(Σ(VDi - VTi)2) / N)• Integrate the difference between target speed and actual speed

2014/3/10


-10

0

10

20

30

40

50

60

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

WLTC CL3-2 Hot WLTC CL3-2 Cold

Ab

solu

te s

pe

ed

ch

an

ge

ra

ting

[AS

CR

]

Normal-1 Normal-2 Smooth-1 Smooth-2 Rough-1 Rough-2

-10.0

-8.0

-6.0

-4.0

-2.0

0.0

2.0

4.0

6.0

8.0

10.0L

OW

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


En

erg

y ra

ting

[ER

]


-2.0

-1.5

-1.0

-0.5

0.0

0.5

1.0

1.5

2.0

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


Dis

tan

ce r

atin

g [D

R]


-10.0

-8.0

-6.0

-4.0

-2.0

0.0

2.0

4.0

6.0

8.0

10.0

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


En

erg

y E

con

om

y R

atin

g [E

ER

]


7

Test results-1 (Vehicle A) Energy rating [ER] Distance rating [DR]

Energy economy rating [EER] Absolute speed change rating [ASCR]

depends on number of opportunity to acceleration

smooth

rough

smooth

rough smooth

rough

smooth

rough

obvious difference

2014/3/10


0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

2.0

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


Ro

ot M

ea

n s

qu

are

d E

rro

r [R

MS

SE

]


8

Test results (Vehicle A)

Root mean squared speed error [RMSSE]

Impact on fuel economy

ER, DR, EER ， ASCR and RMSSE became closer to zero when the vehicle follow the target speed (Normal driving).

In case of a smoothing or rough driving, those index values became higher or lower value. This indicates that there is a possibility to detect the inappropriate driving.

RMSSE becomes higher value when Smoothing/Rough driving

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)


wor

sebe

tter

2014/3/10


-10 -5 0 5 10 15 20 25Absolute speed change rating [ASCR]

Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)

-6 -4 -2 0 2 4 6 8Energy rating [ER]

Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)

-2.0 -1.0 0.0 1.0 2.0Distance rating [DR]

Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)

-8 -6 -4 -2 0 2 4 6 8Energy Economy Rating [EER]

Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)

0.0 0.5 1.0 1.5Root Mean squared Error [RMSSE]

Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)

9

Driving indexes and fuel economy impact (vehicle A)

Energy rating [ER] Distance rating [DR] Energy economy rating [EER]

Absolute speed change rating [ASCR]


Possible criteria

wor

sebe

tter

wor

sebe

tter

wor

sebe

tter

wor

sebe

tter

wor

sebe

tter

Possible criteria

Possible criteriaPossible criteria

●LOW hot ▲MID hot ■HIGH hot ◆ExHIGH hot ●LMH hot ▲LMHxH hot ○LOW cold △MID cold □HIGH cold ◇ExHIGH cold ●LMH cold ▲LMHxH cold

linear relationshiplinear relationship

2014/3/10


Summary (Vehicle A)

ER• Smooth driving: Negative value• Rough driving: Positive value• Index value varies depend on each phase

DR• Smooth driving: Positive value• Rough driving: Negative value• Difficult to detect inappropriate driving technique

EER• Smooth driving: Negative value• Rough driving: Positive value• Almost same characteristics as ER• a significant difference according to driving techniques• linear relationship to fuel economy impact (only smooth driving)

ASCR• Smooth driving: Negative value• Rough driving: Positive value• a significant difference according to driving techniques

RMSSE• Smooth driving: Positive value• Rough driving: Positive value• a significant difference according to driving techniques

-10

-5

0

5

10ER

DR(×5)

EER

ASCR

RMSSE(×5)

F.E.change rate

Normal-1 Smooth-1 Rough-1

LMHxH cold

-10

-5

0

5

10ER

DR(×5)

EER

ASCR

RMSSE(×5)

F.E.change rate

Normal-1 Normal-2 Smooth-1

Smooth-2 Rough-1 Rough-2

LMHxH hot

2014/3/10


0

20

40

60

80

100

120

140

1450 1500 1550 1600 1650 1700 1750 1800

Ve

hic

le s

pe

ed

(km

/h)

Acc

ele

rato

r pe

da

l an

gle

(%)

Time (s)

基準車速 km/h

車速(前後輪平均) km/h

Consideration of special treatment during wide-open-throttle

• During acceleration events, vehicle B could NOT follow the target speed with wide open throttle (WOT) operation.

• Need to consider how to treat in case of WOT operation.

• Special treatment: treat as same speed as target speed during WOT operation. (index value will be over-evaluated when excluding all WOT portions from calculation)

0

50

100

150

200

250

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


Du

ratio

n fo

r W

OT

(s)

通常-1 通常-2 加減速少-1 加減速少-2 加減速多-1 加減速多-2

unable to follow despite of WOT operation

2014/3/10


-10.0

-8.0

-6.0

-4.0

-2.0

0.0

2.0

4.0

6.0

8.0

10.0

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


En

erg

y ra

ting

[ER

]


-10.0

-8.0

-6.0

-4.0

-2.0

0.0

2.0

4.0

6.0

8.0

10.0

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


En

erg

y ra

ting

[ER

] (w

/o W

OT

)


-2.0

-1.5

-1.0

-0.5

0.0

0.5

1.0

1.5

2.0

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


Dis

tan

ce r

atin

g [D

R]


-2.0

-1.5

-1.0

-0.5

0.0

0.5

1.0

1.5

2.0

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


Dis

tan

ce r

atin

g [D

R] (

w/o

WO

T)


12

Test results （ Vehicle B ） Energy rating [ER]

Distance rating [DR]

Energy rating [ER] with special treatment

Distance rating [DR] with special treatment

2014/3/10


Test results （ Vehicle B ） Energy economy rating [EER]


[EER] with special treatment

ASCR with special treatment

-10.0

-8.0

-6.0

-4.0

-2.0

0.0

2.0

4.0

6.0

8.0

10.0

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


En

erg

y E

con

om

y R

atin

g [E

ER

]


-10.0

-8.0

-6.0

-4.0

-2.0

0.0

2.0

4.0

6.0

8.0

10.0

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


En

erg

y E

con

om

y R

atin

g [E

ER

] (w

/o W

OT

)


-15

-10

-5

0

5

10

15

20

25

30

35

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


Ab

solu

te s

pe

ed

ch

an

ge

ra

ting

[AS

CR

]


-15

-10

-5

0

5

10

15

20

25

30

35

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


Ab

solu

te s

pe

ed

ch

an

ge

ra

ting

[AS

CR

] (w

/o W

OT

)


not change so much

decrease

2014/3/10


0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

2.0

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


Ro

ot M

ea

n s

qu

are

d E

rro

r [R

MS

SE

]


0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

2.0

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


Ro

ot M

ea

n s

qu

are

d E

rro

r [R

MS

SE

] (w

/o W

OT

) Normal-1 Normal-2 Smooth-1 Smooth-2 Rough-1 Rough-2

14

Test results (Vehicle B ） Root mean squared speed error [RMSSE] RMSSE with special treatment

Impact on fuel economy

Special treatment is necessary

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


Ra

te o

f ch

an

ng

e o

f fu

el e

con

om

y (%

)


wor

sebe

tter

2014/3/10


-6 -4 -2 0 2 4 6 8 10Energy rating [ER] (w/o WOT)

Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)

-2.0 -1.0 0.0 1.0 2.0Distance rating [DR] (w/o WOT)

Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)

-6 -4 -2 0 2 4 6 8 10Energy Economy Rating [EER] (w/o WOT)

Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)

-10 -5 0 5 10 15 20 25Absolute speed change rating [ASCR] (w/o WOT)

Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)

0.0 0.5 1.0 1.5Root Mean squared Error [RMSSE] (w/o WOT)

Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)

15



Energy economy rating [EER] with special treatment

Absolute speed change rating [ASCR] with special treatment

Root mean squared speed error [RMSSE] with special treatment

Possible criteriaPossible criteria

wor

sebe

tter

wor

sebe

tter

wor

sebe

tter

wor

sebe

tter

wor

sebe

tter


linear relationship

Driving indexes(with special treatment) and fuel economy impact (vehicle B)

2014/3/10





-6 -4 -2 0 2 4 6 8 10Energy rating [ER]

Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)


Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)

-6 -4 -2 0 2 4 6 8 10Energy Economy Rating [EER]

Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)


Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)



Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)

wor

sebe

tter

wor

sebe

tter

wor

sebe

tter

wor

sebe

tter

wor

sebe

tter

Need special treatment

Driving indexes(without special treatment) and fuel economy impact (vehicle B)

2014/3/10


-10

-5

0

5

10ER

DR(×5)

EER

ASCR

RMSSE(×5)

F.E.change rate


LMHxH cold

-10

-5

0

5

10ER

DR(×5)

EER

ASCR

RMSSE(×5)

F.E.change rate



LMHxH hot

-10

-5

0

5

10

ERw/o WOT

DR(×5)w/o WOT

EERw/o WOT

ASCRw/o WOT

RMSSE(×5)w/o WOT

F.E.change rate


LMHxH cold

-10

-5

0

5

10

ERw/o WOT

DR(×5)w/o WOT

EERw/o WOT

ASCRw/o WOT

RMSSE(×5)w/o WOT

F.E.change rate


LMHxH hot

17

Summary (Vehicle B)

ER, DR, EER• could not detect

inappropriate driving technique, due to offset positive and negative side.

ASCR• ASCR won’t change much

when special treatment was applied.

• ASCR is able to detect the smooth and/or rough driving.

RMSSE• RMSSE need special

treatment to detect the smooth and/or rough driving.

with special treatment


2014/3/10


Test results (Vehicle C ）

• During gear shift events, no tolerance is required.

• Treat as same speed as target speed during gear shift events±1sec.

0

10

20

30

40

50

60

10 15 20 25 30 35 40 45 50Time (s)

Veh

icle

spe

ed (

km/h

)

0

1

2

3

4

5

6

7

8

9

10

Gea

r po

sitio

n

Vsched_l [km/h]

Gear shift [-]

Gear ±1s

gearshifting±1sec

0

20

40

60

80

100

120

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


Du

ratio

n fo

r g

ea

rsh

ift (

s)

通常-1 通常-2 加減速少-1 加減速少-2 加減速多-1 加減速多-2

2014/3/10


-10.0

-8.0

-6.0

-4.0

-2.0

0.0

2.0

4.0

6.0

8.0

10.0

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


En

erg

y ra

ting

[ER

]


-10.0

-8.0

-6.0

-4.0

-2.0

0.0

2.0

4.0

6.0

8.0

10.0

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


En

erg

y ra

ting

[ER

] (w

/o G

S)


-2.0

-1.5

-1.0

-0.5

0.0

0.5

1.0

1.5

2.0

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


Dis

tan

ce r

atin

g [D

R]


-2.0

-1.5

-1.0

-0.5

0.0

0.5

1.0

1.5

2.0

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


Dis

tan

ce r

atin

g [D

R] (

w/o

GS

)


19

Test results (Vehicle C ） Energy rating [ER]

Distance rating [DR]



become worse!!

2014/3/10


-10.0

-8.0

-6.0

-4.0

-2.0

0.0

2.0

4.0

6.0

8.0

10.0

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


En

erg

y E

con

om

y R

atin

g [E

ER

]


-10.0

-8.0

-6.0

-4.0

-2.0

0.0

2.0

4.0

6.0

8.0

10.0

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


En

erg

y E

con

om

y R

atin

g [E

ER

] (w

/o G

S)


-20

-10

0

10

20

30

40

50

60

70

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


Ab

solu

te s

pe

ed

ch

an

ge

ra

ting

[AS

CR

]


-20

-10

0

10

20

30

40

50

60

70

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


Ab

solu

te s

pe

ed

ch

an

ge

ra

ting

[AS

CR

] (w

/o G

S) Normal-1 Normal-2 Smooth-1 Smooth-2 Rough-1 Rough-2

20

Test results (Vehicle C ） Energy economy rating [EER]


[EER] with special treatment

ASCR with special treatment

become worse!!

become worse!!

2014/3/10


Test results (Vehicle C ）

To treat as same speed as target speed during gear shift events is not effective.

More study for gear shift events is necessary.

Root mean squared speed error [RMSSE] RMSSE with special treatment

変化小さい0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

2.0

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


Ro

ot M

ea

n s

qu

are

d E

rro

r [R

MS

SE

]


0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

2.0

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


Ro

ot M

ea

n s

qu

are

d E

rro

r [R

MS

SE

] (w

/o G

S) Normal-1 Normal-2 Smooth-1 Smooth-2 Rough-1 Rough-2

Impact on fuel consumption

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH

LO

W

MID

HIG

H

ExH

IGH

LM

H

LM

HxH


Ra

te o

f ch

an

ng

e o

f fu

el e

con

om

y (%

)


wor

sebe

tter

2014/3/10




Energy economy rating [EER] with special treatment

Absolute speed change rating [ASCR] with special treatment

Root mean squared speed error [RMSSE] with special treatment

-6 -4 -2 0 2 4 6 8 10Energy rating [ER] (w/o GS)

Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)

-2.0 -1.0 0.0 1.0 2.0Distance rating [DR] (w/o GS)

Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)

-5 0 5 10Energy Economy Rating [EER] (w/o GS)

Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)

-10 0 10 20Absolute speed change rating [ASCR] (w/o GS)

Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)

0.0 0.5 1.0 1.5Root Mean squared Error [RMSSE] (w/o GS)

Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)


wor

sebe

tter

wor

sebe

tter

wor

sebe

tter

wor

sebe

tter

wor

sebe

tter

Driving indexes(with special treatment) and fuel economy impact (vehicle C)

2014/3/10


Driving indexes(without special treatment) and fuel economy impact (vehicle C)




-6 -4 -2 0 2 4 6 8 10Energy rating [ER]

Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)


Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)

-5 0 5 10Energy Economy Rating [EER]

Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)


Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)


Ra

te o

f ch

an

ge

of f

ue

l eco

no

my

(%)


Possible criteria

Possible criteria

wor

sebe

tter

wor

sebe

tter

wor

sebe

tter

wor

sebe

tter

wor

sebe

tter

2014/3/10


-10

-5

0

5

10ER

DR(×5)

EER

ASCR

RMSSE(×5)

F.E.change rate


LMHxH cold

-10

-5

0

5

10ER

DR(×5)

EER

ASCR

RMSSE(×5)

F.E.change rate



LMHxH hot

-10

-5

0

5

10

ERw/o GS

DR(×5)w/o GS

EERw/o GS

ASCRw/o GS

RMSSE(×5)w/o GS

F.E.change rate


LMHxH cold

-10

-5

0

5

10

ERw/o GS

DR(×5)w/o GS

EERw/o GS

ASCRw/o GS

RMSSE(×5)w/o GS

F.E.change rate


LMHxH hot

24

Summary (Vehicle C)


It was observed that the treatment (same as target speed) doesn’t work for gear shift events.

More effective treatment during gear shift events is necessary to adopt driving index requirement.


2014/3/10 japan automobile research institute 1 study on applicability of driving index (defined in...

Documents