Analysis of the WLTP EU in-use database with respect to RDE-like trips, update of the presentation from 17.03.2015 by H. Steven 02.04.2015 1

Background (presentation from 16.03.2015) Figure 0 2

Database and approach The European part of the WLTP database consists of customers 1 Hz in-use driving behavior data of 143 vehicles measured in 9 EU member states. The total mileage is about 400 000 km. Trips or journeys are indicated by numbers, but obviously not in a uniform manner. The average trip distance per vehicle varies from 1,7 km to 53,6 km. The average is 10,2 km. Therefore it is unlikely to find a sufficient number of PEMS-like trips, that would fulfil the distance and composition requirements with respect to speed classes (34% urban, 33% rural and 33% motorway with a tolerance of +/- 10% and at least 16 km distance for each speed class). 3

Database and approach This presentation will focus on v*a_pos_95 as upper dynamic boundary and RPA_05 as lower dynamic boundary. The database contains only 175 of PEMS-like trips, but when applying the requirements, that the average speed is between 15 km/h and 30 km/h and the stop percentage is >= 10%, this number decreases to 35 trips from 21 vehicles. Since this is by far not enough data for an assessment of dynamic boundary conditions like v*a_pos_95 and RPA_05, all trips, for which the conditions of annex IIIA of the draft PEMS regulation are fulfilled per speed class, were considered for the further analysis. 4

Results for the urban bin This results in 730 trips for the urban speed class. 27 of these trips have average speeds below 15 km/h with stop percentages varying from 23,3% to 60,7%. 68 urban trips have stop percentages below 10%. 454 urban trips have average speeds above 30 km/h with stop percentages varying between 0,1% and 17,5%. Only 181 urban trips fulfil the requirements of annex IIIA of the draft RDE regulation (v_ave between 15 km/h and 30 km/h, p_stop >= 10%). The maximum stop percentage of these trips is 43,8%. 5

Results for the rural and motorway bins As one would expect, the number of trips >= 16 km distance for the rural speed class (vehicle speeds above 60 km/h up to 90 km/h) is significantly higher. Limiting the distance to the maximum of the urban speed class (67 km) and the maximum speed to 145 km/h results in 1107 trips. For the motorway bin (vehicle speeds > 90 km/h) 1851 trips could be found with distances from 16 km up to 597 km and maximum speeds up to 195 km/h. Limiting the distance to 67 km and the maximum speed to 145 km/h results in 1109 remaining trips. 6

v*a_pos_95 The frequency distributions of the v*a_pos_95 values are shown in figure 1, in case of the urban and motorway bins Figure 2 shows the v*a_pos_95 values for each trip separately per speed bin versus average speed. Table 1 shows the overall results per speed bin for the 2%, 5% and 10% percentiles (RPA) and 90%, 95% and 98% percentiles (v*a_pos_95). Table 2 shows the origin of trips with v_max > 145 km/h. Figure 3 shows the frequency distribution of the stop percentages for trips with an urban distance between 16 km and 67 km. 7

Distribution of v*a_pos_95 values in the WLTP in-use database Figure 1 8

v*a_pos_95 vs v_ave Figure 2 9

Overall results Table 1 10

Origin of trips with v_max > 145 km/h Table 2 11

Distribution of stop percentages Figure 3a 12

Distribution of stop durations Figure 3b 13

Calculation of the time share above the modified threshold proposal Figure 4 shows the maximum speed values versus average speed values in the motorway bin for all trips. In an additional calculation step the modified threshold proposal shown in figure 2 was applied to the joint v*a, v frequency distribution of the whole WLTP EU database, which was derived from the second by second data. The aim was, to calculate the time share above the threshold curve. This calculation showed that a time share of 0,9% of the total time with v*a >= 1 m²/s³ is above the threshold curve. Related to the total driving time including cruise and deceleration conditions the time percentage above the threshold curve is 0,32%. 14

v_max vs v_ave, motorway bin Figure 4 15

Time share above v*a_pos threshold Figure 5 16

Results for RPA Corresponding results as shown in figures 1 and 2 but for RPA values are shown in figures 5 and 6. The overall results for the 2%, 5% and 10% percentiles are already shown in table 1. 17

Frequency distribution of RPA values Figure 5 18

RPA versus v_ave Figure 6 19

End of presentation, thank you for your attention! 20