Status of Stationery Noise limit, Applicability of ASEP ... › Presentations JAMA - circulate › 2W - 21Nov1… · ASEP control range vBB' < 80 km/h nBB' < 0.85 * ( S -nidle)

Status of Stationery Noise limit,

Applicability of ASEP and status of

excemption of PTWs

from QRTV.from QRTV.

3rd SIAM-JAMA Meeting (2W)November, 21 2013

ＪＡＭＡ

1. Status of Stationery Noise limit

2. Applicability of ASEP

3. Status of exemption of PTWs from QRTV

CONTENTS

QRTV

Japanese Noise RegulationUN R41-04 will be mandatory from Jan,2014.

Lurban

The target maximum permissible limits of the next acceleration noise regulation should apply by the end of 2014.

1. Motorcycle Acceleration Noise Reduction Measures1.1. Target Maximum Permissible Limits of the Next Acceleration NoiseRegulation, Etc.With regard to acceleration noise testing methods, as a m easure against noise that isconstantly generated by traffic flow, it is recommended to adopt the acceleration noise testing method (hereinafter “ISO 362-2”) in ECE Regul ation No.41 amended by the 04 series of amendments (hereinafter “R41-04”), which was d eveloped, with participation of Japan, at the World Forum for Harmonization of Ve hicle Regulations of the United Nations Economic Commission for Europe (hereinafter “UN- ECE/WP.29”) and to abolish the current Japanese acceleration noise testing met hod.As for the target maximum permissible limits of the nex t acceleration noise regulation, inorder to strengthen the regulation for motorcycles inclu ding non-type-designated vehicles, etc., the limits should be harmonized with the international regulation R41-04’s regulatory limits,as follows:

* PMR (power-to-mass ratio) is calculated as follow s:PMR = Maximum power output (kW) / (Vehicle weight [kg] + 75 kg) x 1,000

1.2. Measure Against Conspicuous NoiseIt is important to reduce not only the noise constantly generated by traffic flow but alsoconspicuous noise generated by wide-open throttle accelera tion. Hence, in the nextacceleration noise regulation, the upper limit of noise level at wide-open throttle accelerationshould be 79 dB for Class 2 motorcycles and 82 dB for Cla ss 3 motorcycles.

Aprl 19,2012

Central Environment Council

Lurban

Lwot

ASEP

1.3. Additional Sound Emission ProvisionIt is technically possible that, using an electronically-con trolled engine, the target maximumpermissible limit is met by lowering noise emissions only under the test conditions of theacceleration noise testing method, but the noise emissions are improperly increased over thelimit outside of the engine speed range in the test con ditions. For the purpose of eliminatingthis possibility, in the next acceleration noise regulati on, the R41-04’s Additional SoundEmission Provision should be adopted for Class 3 motorcycle s.

regulatory limits,as follows:

Japanese local regulation:Constant-Speed Noise Rregulation will be abolished.

Japanese local regulation:Exhaust Noise Regulation will be changed based on the

relative values. The authority and JAMA are now preparing data.

Japanese Noise Regulation

3. Abolition of Constant-Speed Noise Regulation for MotorcyclesBecause the next acceleration noise reduction measures rela ting to the power unit noise andpowertrain noise have effect on constant-speed noise redu ction as well as because noiseemissions from motorcycles are low and their effect on mot or vehicle traffic noise is small, itis recommended to abolish the constant-speed noise regulat ion for motorcycles from thestandpoint of rationalizing the regulatory procedures.

relative values. The authority and JAMA are now preparing data.

Aprl 19,2012

Central Environment Council

4.3. Review of Adjacent Exhaust Noise RegulationAs the regulatory limits of the Japanese adjacent exhaust noise regulation, certain targetmaximum permissible limits (absolute values) are specified for each vehicle class, but inEurope, from the standpoint of preventing noise emissio n increases in vehicles from the levelat the time when they were still new, regulation is b ased on the relative values, which meansthat the upper limits are determined for each vehicle type based on measurements in noisetesting for new vehicles. For this reason, it is recommend ed that the government discuss thefuture course of adjacent exhaust noise regulation in ad dition to reviewing the noise upperlimits, etc. in the System for Verification of Muffler Performance, Etc. in the future.




CONTENTS

QRTV

ASEP

• Problem– Base TA test provides only “snapshot” of noise emi ssion

behaviour– Noise levels below and above TA test conditions ma y increase

inappropriately

Feb 2,2008 DEG

Application of ASEP

• ASEP applies to motorcycles with PMR > 50.• Vehicles with variable gear ratios or

automatic transmission with non-lockable gear ratios that satisfy specified condition are exempted from the requirements of ASEP.exempted from the requirements of ASEP.

• ASEP control rangeVehicle speed at the line AA' : vAA' > 20 km/hEngine speed at the line AA' : nAA' > 0.1 * (S - nidle) + nidleVehicle speed at the line BB' : vBB' < 80 km/hEngine speed at the line BB' : nBB' < 0.85 * (S - nidle) + nidle (PMR < 66)

3.4 * PMR - 0.33 * (S - nidle) + nidle (PMR > 66)

Oct 25,2012 JASIC

ASEP control rangevBB' < 80 km/h

nBB' < 0.85 * (S - nidle) + nidle (PMR < 66)

3.4 * PMR - 0.33 * (S - nidle) + nidle (PMR > 66)

2nd1st 3rd 4th

5th

Example

ASEP control range

nAA' > 0.1 * (S - nidle) + nidle

vAA' > 20 km/h

ASEP control range

Oct 25,2012 JASIC

Limit (shown by the graph)

3dB

Line with slope of 5dB/1000min-1

Line with slope of 1dB/1000min-1 *

Example

3dB1dB/1000min-1 *

* 0dB/1000min-1 until the end of 2016

Lwot,(i)

nwot,(i)

Any measurements shall be within this area.

Reference pointfull throttle acceleration test･vPP’ = 50km/h･the same gear(i) as tested

in Annex3

Oct 25,2012 JASIC

ASEP is applicable for normal motorcycles.

ASEP

75

80

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hted

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B(A

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dB(A

)]

PMR＝＝＝＝198.8 PMR＝＝＝＝127.5

Jul,2007 JARI data

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Engine speed nPP [rpm]

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Engine speed nPP [rpm]




CONTENTS

QRTV

NPRM scope includes PTWs.

NPRM SCOPE

§§§§ 571.141 Standard No. 141; Minimum Sound Requirement s for Hybrid and Electric Vehicles.S1. Scope. This standard establishes performance for pedestria n alert sounds from motor vehicles.S2. Purpose. The purpose of this standard is to reduce the numbe r of deaths and injuries that result from electric and hybrid vehic les crashes with pedestrians by providing a sound level and sound characteristics n ecessary for these vehicles to be detected and recognized by pedestrians.S3. Application. This standard applies to--

Jan,2013 NHTSA NPRM

S3. Application. This standard applies to--(a) Electric vehicle passenger cars, multipurpose p assenger vehicles, trucks, buses, motorcycles, and low-speed vehicles;(b) Passenger cars, multi-purpose passenger vehicle s, trucks, buses, and low-speed vehicles with more than one means of propulsi on for which the vehicle’s propulsion system can propel the vehicle in the nor mal travel mode in reverse and at least one forward drive gear without the interna l combustion engine operating and;(c) Motorcycles with more than one means of propuls ion for which the vehicle’s propulsion system can propel the vehicle in the nor mal travel mode in at least one forward drive gear without the internal combustion engine operating.

Below items are under the discussion as GTR for AVA S in QRTV.

QRTV

Light Vehicles

Heavy Vehicles

2-3 Wheelers (L1, L2, L3, L4, L5)

L6, L7

Vehicles with noise level above xxdB(A) –EV & HEV (are not required

to be equipped with an AVAS)

Veh

icle

s co

ncer

ned

Description of sound avoided

Minimum sound level on 1/3 oct bandlevel (8 bands)

Minimum sound level has to be meton one band less than 800Hz and on

one band over 1.25kHz 　(1/3 octband level)

Minimum sound level in overall

Minimum sound level per band

Sig

nal c

hara

cter

istic

s a

nd m

inim

um n

oise

Indoor Vehicle Testing

Outdoor Vehicle Testing

Component Testing Indoors

Simulated Vehicle Testing Indoors

Vehicle Testing Indoors

test

site

test

met

hod

Oct 8-10,20132thQRTV TASK FORCE

Stationary

Commencing

Reverse

From start up to 20 km/h

From 20 to 30 km/h

> 30 km/h

Pause switch On/Off

Re-operation (after deactivation of thevehicle) in previous driver choice

Re-operation (after deactivation of thevehicle) in ON

Attenuation

Software On/Off Switch (for regionallegislative purposes)

Ope

ratin

g co

nditi

ons

Pau

se /

Atte

nuat

ion

Pitch Shifting

At least 1% / 1km/h

At least 8% / 10km/h

X tones between xx and yy Hz

Maximum Sound Level for Evs andHEVs with the AVAS activated

Max SPL of EV or HEV with AVASactivated not higher than the SPL of

non-QRTV of the same categoryoperated at conditions specified in

SAE 2889-1 or ISO 16254

No vehicle shall be more noisy (withAVAS activated) than M1a vehicles

Pitc

h sh

iftin

gM

axim

um L

evel

Vehicle Testing Indoors

Vehicles Testing Outdoors (when testfacility meets some minimum

requirements, i.e. each 1/3 octavebands has to be at least 6db below

test

met

hod

Overview

• IMMA requests the IG QRTV to currently exclude PTWs from the scope of the GTR.

• There are strong indications that the risk of PTW collision with (impaired) pedestrian is significantly less than with a car and it should be remembered

IMMA’s stance for AVAS

less than with a car and it should be remembered that PTWs are different from cars:

1. ePTW powertrains are not hidden and make more sound than EV / hybrid cars

2. Risks on car parks and driving in reverse gear are excluded3. Better and earlier detection of the pedestrian4. Less danger to pedestrians with PTWs 5. Better in avoiding an imminent crash6. Potential confusion and annoyances7. Development of ePTW8. Car – centric QRTV analysis

Dec 6,2011 IMMA presentation in QRTV

test track

1. The powertrain of an ePTW is not hidden and makes more sound than a EV car (II)

Pass-by noise measured at test layout (2m, right and left)

AA'PP'BB'+2 m

16

2 m

2 m

Microphone (h = 1.2 m)

Riding condition and speed:• Constant speed: 10, 15, 20, 30 km/h• Slow acceleration: less than 10 km/h(Approx. 1 m/s2)

Test PTW

ISO Committee Draft engineering method for measurin g the minimum noise emitted by road vehicles)


In the latest version of ISO16254(3 rd CD), the maximum A-weighted sound pressure level indicated during each passage of the vehicle between AA’ and PP’ shall be noted.

1. The powertrain of an ePTW is not hiddenand makes more sound than a EV car (VI)

80

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B]

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sure

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B]

80

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B]

（PTW EV-1）（PTW EV-2）（PTW ICE）

Constant speed (PTW)

Slow acceleration (PTW)

Stationary (PTW)

Background noise

Stationary & constant speed (ICE passenger car -1)

Stationary & constant speed (ICE passenger car -2)

Stationary & constant speed (Hybrid passenger car)

Background noise

The sound pressure level below means the maximum between AA’ and BB’ according to the old version of ISO draft.

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[dB

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[dB

]


EV Scooter is quieter than normal scooter Noise of ePTW at low speed is equal to or more than normal car


2. Risks on car parks and driving in reverse gearare excluded.

• Studies show that hybrid and electric cars crash with pedestrians while backing.

• PTWs usually deploy parking • PTWs usually deploy parking spaces separate from cars or spots shared with bicycles.

• Very few PTWs have reverse gear and reverse movement is generally non-applicable excluding this risk factor.


3. Better and earlier detection of the pedestrian ( I)

• PTWs do not have blind spots which reduce percepti on, (No A/B pillars, high seating position)

No Blind Spots


3. Better and earlier detection of the pedestrian ( II)

• The PTW Rider has minimal distractionscompared to a car driver, particularly at low speeds.speeds.

• The rider needs his attention to keep the vehicle stable.


4. Less danger for pedestrians with PTWs

• Drivers of cars and motorcycles are generally very attentive to pedestrians and disabled road users.

• In addition to this attentiveness; PTW riders are also protecting themselvesin avoiding crashes with pedestrians and bicyclists.


5. Better in avoiding an imminent crash

• PTWs have a higher potential to avoid imminent cra sh with pedestrian due to less frontal collision surface co mpared to a car.


• It is not possible to isolate the rider from the s ound generated by the AVAS which could lead to difficulty to develop appr opriate sound easy to recognize for pedestrian and non annoying f or rider.

6. Potential Confusion and annoyances

• The rider may defeat (destroy) the system because an AVAS sound would be annoying for the rider.


7. Development of ePTWs

• The development of hybrid and electric PTWs has tr ailed behind automobiles and has not reached the same technical level and there are very few products on the market except for e-bi cycles.

• There is less space for the systems in comparison with a car; less protection to weather conditions; …


8. Car – centric QRTV analysis

• All QRTV studies relate to electric cars. IMMA has a concern that restrictions will be defined without considering the specific use considering the specific use of the PTW.

• If AVAS-devices for PTWs should be considered, the appropriate condition suitable to PTWs should be well considered.


Conclusion

• IMMA proposes to currently exclude PTWs from the scope of the GTR until relevant data become available.

• At a later stage it should be decided if and how to address PTWs to prevent that provisions for PTWs would be defined which are purely based on assessment would be defined which are purely based on assessment for cars.

• If the scope is extended to include PTWs the specific requirements accounting for motorcycles should be identified.


Thank You !Thank You !

Documents

Status of Stationery Noise limit, Applicability of ASEP ... › Presentations JAMA - circulate › 2W - 21Nov1… · ASEP control range vBB' < 80 km/h nBB' < 0.85 * ( S -nidle)