ASEP -- Revision of D/F and OICA methods --

ASEP -- Revision of D/F and OICA methods --

GRB informal meeting #136-7 November 2008

JASIC

Main Differences between D/F and OICA proposal

D/F OICA Discussion points

N_anchN_urban

(Statistical analysis)

N_i

(measured)

Gap of Average and measured engine speed.

Case of exceeding 2m/s^2 on gear i

L_anchLwot_limit

(calculated by Kp and Annex3 limit)

L_wot,i

(measured)Consideration for low noise vehicles

Sound slope

Fixed 5dB/1000rpmIndividual, 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)

(@j gear)

Lwot=Lwot,j + slope(dB/1000rpm) [rpm]

An

cho

r p

oin

t

D/FD/F

+Ni,Ni+1

OICA+

tolerance2dB

OICA+

tolerance3dB

asep-001-45 M1 petrol, turbo, DImanual 72.4 101.4 6000 -591 0.7 -1.2 -0.9 -1.9

asep-001-47 M1 petrol DI automatic 71.5 89.2 6200 -468 0.3 -1.2 -0.3 -1.3

asep-003-01 N1 Indirect Dieselmanual 71.8 34.7 4600 -86 0.7 0.4 -1.1 -2.1

asep-200-03 M1 petrol manual 71.7 111.9 6300 -151 1.5 0.8 0.8 -0.2


asep-200-07 M1 petrol manual 72.7 123.8 6400 -421 3.0 0.8 1.0 0.0

asep-200-10 M1 petrol automatic 72.5 181.3 6100 -611 2.7 0.6 0.7 -0.3

asep-200-14 M1 petrol manual 73.4 166.1 7800 -397 0.8 -0.8 -1.4 -2.4

asep-200-16 M1 petrol manual 73.5 239.2 6300 -632 2.1 -0.9 0.6 -0.4

asep-099-23 M1 Diesel automatic 74.4 46.9 3600 783 0.4 1.7 -1.2 -2.2

asep-099-28 N1 Diesel manual 74.8 36.7 3800 -279 3.9 2.7 -0.5 -1.5


asep-107-06 M1 petrol manual 73.5 59.5 5500 543 2.7 3.3 -1.0 -2.0

ASEP results

Δ N(Nurban_m

easure-Nurban_cal

)

PMR SL_urbanID No. ClassEngine

ConceptT/M-Type

The vehicles which fail D/F and pass OICA

These vehicles do not pass Annex3

Large difference between D/F and measured engine

speed.

Pass

< 0.0 0.1 to 0.5

0.6 <

Fail

How to define the engine speed for anchor point

• Nurban=2.2PMR-0.43

Difference

(ΔN=Measured value - Nurban)

0.00

0.10

0.20

0.30

0.40

0.50

0.60

0.70

0.80

0.90

1.00

1.10

0 50 100 150 200 250

Power to mass ratio

(n-n

_id

le)/

(s-n

_id

le)

0

2

4

6

8

10

12

14

16

18

-120

0

-100

0

-800

-600

-400

-200

0

200

400

600

800

1000

1200

1400

1600

1800

2000

Δ N, rpm

Fre

quen

cy

All vehicles data

D/FD/F

+Ni,Ni+1

OICA+

tolerance2dB

OICA+

tolerance3dB














ASEP results

Δ N(Nurban_m

easure-Nurban_cal

)


ConceptT/M-Type Pass

< 0.0 0.1 to 0.5

0.6 <

Fail


D/F Proposal OICA Proposal

Gear： 3rd, Annex3,i : 4th

D/F ： Fail OICA： Pass

Engine speeds are used Ni and Ni+1 for anchor point

Mod. D/F: Pass

Same results of Mod. D/F and OICA vehicle 1-45

60

65

70

75

80

85

90

95

100

105

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%normalised engine speed at Lmax

Lmax

in d

B(A

)

LmaxLwot_in_norm_Lmax_borderAnchor Point(D/F)D/FAnchor Point(D/F_2gears)D/F_2gears

institution 1, vehicle 45,gear 3 60

65

70

75

80

85

90

95

100

105

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

normalised engine speed at BB

Lmax

in d

B(A

)

LmaxLwot_in_norm_BB_borderOICA_Fitting_CurveD/FAnchor_Point(D/F)OICA_FC+3dBOICA_FC-3dBAnchor Point(D/F_2gears)D/F_2gears

institution 1, vehicle 45,


Gear： 2nd , Annex3,i : 4th

D/F ： Fail OICA： Pass

Mod. D/F: PassEngine speeds are used Ni and Ni+1 for anchor point

Same results of Mod. D/F and OICA vehicle 200-14

60

65

70

75

80

85

90

95

100

105

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

normalised engine speed at Lmax

Lmax

in d

B(A

)

LmaxLwot_in_norm_Lmax_borderD/FAnchor Point(d/f)Anchor Point(D/F_2gears)D/F_2gearsinstitution 200, vehicle 14,

60

65

70

75

80

85

90

95

100

105

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%normalised engine speed at BB

Lmax

in d

B(A

)

LmaxLwot_in_norm_BB_borderAnchor_Point(D/F)D/FOICA_Fitting_CurveOICA_FC+3dBOICA_FC-3dBAnchor Point(D/F_2gears)D/F_2gearsinstitution 200, vehicle 14,

D/FD/F

+Ni,Ni+1

OICA+

tolerance2dB

OICA+

tolerance3dB














ASEP results

Δ N(Nurban_m

easure-Nurban_cal

)



< 0.0 0.1 to 0.5

0.6 <

Fail


Still different

D/FD/F

+Ni,Ni+1

OICA+

tolerance2dB

OICA+

tolerance3dB














ASEP results

Δ N(Nurban_m

easure-Nurban_cal

)


ConceptT/M-Type

Pass

< 0.0 0.1 to 0.5

0.6 <

Fail


N1 diesel vehicle 3-01


Gear： 2nd , Annex3,i : 3rd

D/F： Fail OICA： Pass

Sound Slope = 5.7dB/1000rpmN1 might be considered separately, because N1 vehicle’s design is different from passenger car’s.

Mod. D/F: FailEngine speeds are used Ni and Ni+1 fo

r anchor pointTolerance 2dB : Pass

60

65

70

75

80

85

90

95

100

105

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%


Lmax

in d

B(A

)

LmaxLwot_in_norm_Lmax_borderD/FAnchor Point(D/F)Anchor Point(D/F_2gears)D/F_2gears


60

65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)

LmaxLwot_in_norm_BB_borderAnchor_Point(D/F)D/FOICA_Fitting_CurveOICA_FC+3dBOICA_FC-3dBAnchor Point(D/F_2gears)D/F_2gears


D/FD/F

+Ni,Ni+1

OICA+

tolerance2dB

OICA+

tolerance3dB














ASEP results

Δ N(Nurban_m

easure-Nurban_cal

)



< 0.0 0.1 to 0.5

0.6 <

Fail


Fail due to changing tolerance 3dB to 2dB

Influence of tolerance Vehicle 200-4



D/F ： Fail OICA ： Pass

It seems that the tolerance 3dB may be necessary.

Tolerance 2dB: Fail

60

65

70

75

80

85

90

95

100

105

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%


Lmax

in d

B(A

)

LmaxLwot_in_norm_Lmax_borderD/FAnchor Point(D/F)Anchor Point(D/F_2gears)D/F_2gears


60

65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)



Mod. D/F: Fail


Gear： 3rd , Annex3,i : 4th

D/F ： Fail OICA ： Pass

Tolerance 2dB: Fail

It seems that the tolerance 3dB may be necessary.

Influence of tolerance Vehicle 200-10

60

65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)

LmaxLwot_in_norm_Lmax_borderAnchor Point(D/F)D/FAnchor Point(D/F_2gears)D/F_2gears

institution 200, vehicle 10, gear 3

60

65

70

75

80

85

90

95

100

105

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%


Lmax

in d

B(A

)



Mod. D/F: Fail

Distribution of sound slope

Average

2nd : 5 dB/1000rpm

3rd : 6 dB/1000rpm

D/F(UBA) uses fixed value, 5dB/1000rpm

σ

0

5

10

15

20

25

0 1 2 3 4 5 6 7 8 9 10Sound slope, dB/ 1000rpm

Fre

quen

cy

2nd 3rd

2nd 3rdAve 4.9 6.0σ 1.2 1.9

Risk of the fixed sound slope

Vehicle ： 200-6


6.0dB/1000rpm (2nd)

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.

60

65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)

Lmax

Lwot_i

n_norm_BB_border

OICA_Fitting_Curve

OICA_FC+3dB

OICA_FC-3dB

OICA_Slope=5dB

OICA_Slope5+3dB

OICA_Slope5-3dB


The anchor points based on gear i, i+1, or 2 gears are in line with limit line

Vehicle 100-22

OICA Proposal(Nwot,i; original)

OICA Proposal(Nurban, i, i+1)

Gear ： 2nd , Annex3,i : 4th PMR=124

　 Anchor point for OICA proposal

60

65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)

LmaxLwot_in_norm_BB_borderOICA_Fitting_CurveOICA_FC+3dBOICA_FC-3dB

institution 100, vehicle 22,60

65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)

LmaxLwot_in_norm_BB_borderOICA_Fitting_CurveOICA_FC+3dBOICA_FC-3dBNurban_2gearsNwot,i+1


60

65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)

LmaxLwot,i+1n_norm_BB_borderOICA_Fitting_CurveOICA_FC+3dBOICA_FC-3dBNurban_2gearsNwot,i


65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)

LmaxLwot_in_norm_BB_border

OICA_Fitting_CurveOICA_FC+3dBOICA_FC-3dBinstitution 200, vehicle 10,

The anchor points based on gear i, i+1, or 2 gears are in line with limit line

Vehicle 200-10

OICA Proposal(Nwot,i; original)

OICA Proposal(Nurban, i, i+1)

Gear： 2nd , Annex3,i : 4th , PMR=181

　 Anchor point for OICA proposal

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, becaus

e N1 vehicle’s design is different from passenger car’s.

However, D-range tests on automatic transmission have the other problem.

60

65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)

LmaxLwot_in_norm_BB_borderOICA_Fitting_CurveD/FAnchor_Point(D/F)OICA_FC+3dBOICA_FC-3dBAnchor Point(Mod.D/F)Mod.D/F


Vehicle 1-10

Gear： D-range , Annex3,i : D-range

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.

Consideration for modifyiing the OICA proposal on D-range test for CVT

0

1000

2000

3000

4000

5000

6000

20 30 40 50 60 70 80 90 100

Vehicle speed(Vbb), km/ h

Engi

ne s

peed

(Nbb

), rp

m

D- range

Annex3(D)

Nmax

Non linear relationship

Vehicle 1-100

1000

2000

3000

4000

5000

6000

20 30 40 50 60 70 80 90 100Vehicle speed(Vbb), km/h

Engi

ne s

peed

(Nbb

), rp

m

D-range

Annex3(D)

Nmax

Vehicle 1-120

1000

2000

3000

4000

5000

6000

20 30 40 50 60 70 80 90 100Vehicle speed(Vbb), km/h

Engi

ne s

peed

(Nbb

), rp

m

D-range

Annex3(D)

Nmax

Vehicle 1-140

1000

2000

3000

4000

5000

6000

20 30 40 50 60 70 80 90 100

Vehicle speed(Vbb), km/h

Engi

ne s

peed

(Nbb

), rp

m

D-range

Annex3(D)

Nmax

Vehicle 1-16

0

1000

2000

3000

4000

5000

6000

20 30 40 50 60 70 80 90 100

Vehicle speed(Vbb), km/h

Engi

ne s

peed

(Nbb

), rp

m

ASEP(D)

Annex3(D)

Nmax

45.663.9

0

20

40

60

80

100

V@

BB, km

/h

4002 4051

0100020003000400050006000

N@

BB, rp

m

70.0

70.7

69

70

71

72

Lm

ax, dB

(A)

Modified OICA proposal for D-range test

Vehicle 1-10

0.7 dB Influence of tyre noise

A B

rpm

dB B

A

Same engine speed but different vehicle speed

Should use maximum vehcle speed within ASEP test for the calculation of the anchor point

Vehicle ： ASEP 1-10 (original) Vehicle ： ASEP 1-10 (mod.)

Vehicle ： ASEP 1-12 (original) Vehicle ： ASEP 1-12 (Mod.)


60

65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)



60

65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)



65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)

LmaxLwot_in_norm_BB_borderMod.OICA_Fitting_CurveD/FAnchor_Point(D/F)Mod.OICA_FC+3dBMod.OICA_FC-3dBAnchor Point(Mod.D/F)Mod.D/F


60

65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)



60

65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)






60

65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)



60

65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)


institution 1, vehicle 14, 60

65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)



60

65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)

Lmax

Lwot_i

n_norm_Lmax_border

Anchor Point(D/F)

D/F


Step-1 : Measure_Annex3 : Lurban, Lcrs

Step-2 : Measure ASEP_data :

N@Lmax, Lmax

Step-3 : Calculate Anchor Point

Step-4 : Calculate Limit Curve L_ASEP(n,v)

D/F D-range test OICA D-range test

Comparison between the D/F and OICA proposal on D-range test for CVT

60

65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)

LmaxLwot_in_norm_BB_borderOICA_Fitting_CurveD/FAnchor_Point(D/F)OICA_FC+3dBOICA_FC-3dB


Step-1 : Same

Step-2 : Measure ASEP_data :

N@BB, Lmax

Step-3 : Calculate Anchor Point

Step-4 : Calculate Limit line

L_ASEP(slope)A lot of calculation st

eps

Repeat Step2 to Step 4 for the number of ASEP data

60

65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)



60

65

70

75

80

85

90

95

100

105


Lmax

in d

B(A

)



60

65

70

75

80

85

90

95

100

105

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%


Lmax

in d

B(A

)



60

65

70

75

80

85

90

95

100

105

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%


Lmax

in d

B(A

)



Vehicle 99-4

Lurban=69.0dB

Lurban=69.2dB

Vehicle 99-8

Lurban=71.5dB

Vehicle 1-47

Lurban=72.4dB

Vehicle 1-45

Should add a margine of Annex3 limit

Consideration for low noise vehicles

Lurban=69.2dB

Low noise Near Annex3 limit

The reference lines of D/F and OICA are same

72-69=3dB margine

72-69.2 =2.8dB margine

Summary (2)

• 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.

To revise the OICA proposal;

Exemption (Simplification)

0

1000

2000

3000

4000

5000

6000

20 30 40 50 60 70 80 90 100


Eng

ine

spee

d(N

bb),

rpm

D- range

Annex3(D)

Nmax

Vehicle 1-10 492 rpm(10.0 %)

512 rpm(11.7 %)

Narrow range of engine speed for CVT

0

1000

2000

3000

4000

5000

6000

20 30 40 50 60 70 80 90 100


Eng

ine

spee

d(N

bb),

rpm

D- range

Annex3(D)

Nmax

398 rpm(7.7 %)

511 rpm(9.8 %)

Vehicle 1-12

0

1000

2000

3000

4000

5000

6000

20 30 40 50 60 70 80 90 100


Eng

ine

spee

d(Nbb

), rp

m

D- range

Annex3(D)

Nmax

534 rpm(11.0 %)

538 rpm(11.1 %)

Vehicle 1-14

0

1000

2000

3000

4000

5000

6000

20 30 40 50 60 70 80 90 100


Eng

ine

spee

d(Nbb

), rp

m

ASEP(D)

Annex3(D)

Nmax

201 rpm(3.3) %

225 rpm(4.4 %)

Vehicle 1-16

Is it necessary to test ASEP for such vehicles?

How about lower engine speed of Annex3?

There is no example that exceeds the noise level of Annex3 below the engine speed of Annex3.

-15

-10

-5

0

5

10

15

20

25

30

-3000 -2000 -1000 0 1000 2000 3000 4000 5000Engine speed (Reference Annex3,i), rpm：

Sou

nd lev

el (

Ref

eren

ceAnn

nex3

,i), dB

(A)

：

2nd3rdD-range

Engine speed during Annex3 (1)

Engine speed during Annex3 (2)

Lower engine speed are already covered in Annex 3

Summary (3)

• May skip ASEP test when Annex3 covers the engine speed in ASEP.

• Not necessary to test below Annex3 (anchor point)

Appendix

Documents

ASEP -- Revision of D/F and OICA methods --