Results of investigations intended to validate the reduction of tolerances for the BioRID II setting & acceleration pulse in the test procedures by analyzing the variations of test results due to various tolerance levels.

Korea
Working paper HDH-12-05e was uploaded to the HDH website, but not presented by Korea at the meeting. The secretary drew the attention to the summary slide (page 16), in which Korea indicated to adopt the HILS approach as the second step in the national fuel economy regulation.

Comments on the HDH work program
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The original working paper HDH-12-05e was uploaded to the HDH website, but not presented at the 12th meeting. Mr. Lee (KATRI) presented a revised version at this meeting. Korea is currently investigating to replace the existing fuel economy regulation, which is based on a 60 km/h constant speed driving on a chassis dyno, with the WHVC cycle. Analysis of driving conditions showed a good correlation between typical Korean driving patterns and the WHVC. As a first step, Korea plans to introduce the WHVC chassis test into the national fuel economy regulation. As a second step, Korea intends to adopt the HILS method as an option upon completion of the gtr.

The original working paper HDH-12-05e was uploaded to the HDH website, but not presented at the 12th meeting. Mr. Lee (KATRI) presented a revised version at this meeting. Korea is currently investigating to replace the existing fuel economy regulation, which is based on a 60 km/h constant speed driving on a chassis dyno, with the WHVC cycle. Analysis of driving conditions showed a good correlation between typical Korean driving patterns and the WHVC. As a first step, Korea plans to introduce the WHVC chassis test into the national fuel economy regulation. As a second step, Korea intends to adopt the HILS method as an option upon completion of the gtr.

Korea carried out intensive research on road operation, monitoring and safety assessment of EV and typical drive pattern throughout the last 3 years. The appropriate SPL for AVAS can be determined by comparing human detection of ICEVs. In order to clarify the term ’Practical use’ as included in the GRB proposed guideline for AVAS sound, one must differ between the driving states deceleration, cruise and acceleration. On an ICEV, the SPL increases with acceleration. However so far testing for the development of the test method has only been done in cruise and it needs to be clarified if this is sufficient. The results already presented during the last meeting in Berlin showed data for cruise as well as for acceleration which supported the thesis that sound emission during acceleration is higher than during cruise. Between 2010 and 2012, during 1194 days in several cities, ‘Research of road operation monitoring on the EV’ was carried out. During these days, typical drive patterns were recorded and it turned out, that cruise condition is very rare. In summary the analysis of typical patterns revealed that:

  • Instantaneous acceleration or deceleration occurs continuously in actual road driving.
  • It is hard to see cruise drive patterns especially in low speed.
  • Also, it is not easy to maintain constant speed in low speed.

This leads to the conclusion that:

  • Many transient drive patterns are typical for real traffic situation.
  • Actually, it is hard to maintain constant speed within a low velocity.
  • We have to determine the reference driving condition either minimum level compared to ICEV or the real traffic sound level of ICEV.
  • The generated sound during cruise is close to minimum.
  • Therefore, the SPL should increase if we consider acceleration

ISO confirmed that the test procedure is designed to measure the minimum sound emission. During the development of the method is turned out, that it is difficult to reached repeatable constant acceleration at low speed and out of practical reasons it was decided test in cruise condition. Also ISO can support the finding that during acceleration, the emission is increased compared to the cruise emission at the same speed. The reason in the tyre torque effect. An AVAS only emitting the minimum of typical cruise condition at the respective vehicle speeds would simulate the pure vehicle or powertrain noise. An EV fitted with such an AVAS and under acceleration would however emit a higher noise as the noise coming from tyres would be produced and must be added to the AVAS emission. Therefore it is sufficient for the AVAS to produce cruise sound emission only. It must however be admitted that, an increase in engine speed and the associated increase of noise may occur prior to an increase of vehicle speed.

Presentation on Korean indoor (test chamber) and outdoor (road) sound-level tests towards defining quiet vehicle sound requirements. Korea proposes to establish both minimum and maximum sound requirements for audible vehicle alerting systems (AVAS).

Presentation: Frequency Shift Testing (Korea)

The background of the study that was presented was to compare and evaluate indoor versus outdoor testing. Also the need for maximum level of AVAS was looked at.

Three different ICE vehicles were tested, both on a chassis dynamometer and on outdoor facilities. It was concluded that both testing location delivered similar results so that testing can be carried outdoor. One advantage of outdoor testing is the easier availability of testing facilities as there is no limitation for the vehicle length. Also the standardization of indoor test facilities would have to be determined. As these tests were done on ICE vehicles, the transferability of the gathered results to electric vehicles remains to be proven.

Also Korea supports the request from France to set a maximum value for the emission from AVAS.

ISO mentioned some basic findings and the specific concerns on outdoor testing (pitch shifting) have been presented at previous meetings and invites Korea to participate in future ISO work.

Review of Korean research related to automatic emergency call systems and perspectives on their deployment.

Information on back-up accidents in Korea and proposal for scope and content of new requirements for reversing warning alarms.

3. The experts from Germany, Japan, Republic of Korea and Turkey outlined the present situation with reversing alarms at the national level, identified the existing problems in this field and proposed solutions (GRB-65-06, GRB-65-07-Rev.1, GRB-65-13, GRB-65-14 and GRB-65-19). The expert from the Netherlands suggested using white noise alarms that, according to him, have advantages over the traditional tonal noise alarms that beep (GRB-65-17).

4. GRB agreed that, rather than amending Regulation No. 28, a new Regulation on reversing alarm should be prepared. GRB noted that the main issues of the future Regulation would be its scope (categories of vehicles), the possible existence of a pause switch and the alarm sound composition (sound levels and frequencies). GRB agreed that there was no need to establish a new informal working group and that the initial drafting would be carried out by a small group (task force) of interested parties. The expert from Germany volunteered to steer the work of the task force with the assistance of OICA. The experts from Japan and Turkey pointed out that, if need be, they could also act as sponsors.

Update on EVE subgroup activities for Part B

Korea Transportation Safety Authority presentation supporting the development of a new global technical regulation on uniform procedures for the measurement of maximum engine power of motorcycles.