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

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 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). 2

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. 3

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 average speeds between 15 km/h and 30 km/h but 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%. 4

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. 5

6. v*a_pos_95
Figures 1 and 2 show the results for each trip (v*a_pos_95 and v*a_pos_98 values) separately per speed bin versus average speed.
RDE window means average speeds between 15 km/h and 30 km/h and stop percentages above 10%. 6

7. v*a_pos_95 vs v_ave
Figure 1 7

8. v*a_pos_98 vs v_ave
Figure 2 8

9. v*a_pos percentiles
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 and v*a_pos_98 based).
Figure 3 shows the frequency distribution of the stop percentages for trips with an urban distance between 16 km and 67 km and for the whole database.
Figure 4 shows corresponding results for the stop durations. 9

10. Overall results
Table 1 10

11. Distribution of stop percentages
Figure 3 11

12. Distribution of stop durations
Figure 4 12

13. Calculation of the time share above the modified threshold proposal
In an additional calculation step the threshold proposals shown in figure 1 and figure 2 were 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.
The threshold curves are shown again in figure 5.
The calculation results are shown in figure 6 and the overall shares above the thresholds in table 2. 13

14. v*a_pos threshold curves
Figure 5 14

15. Time share above v*a_pos threshold
Figure 6 15

16. Overall shares above thresholds
Table 2 16

17. Results for RPA
Corresponding results as shown in figure 1 but for RPA values are shown in figure 7.
Figure 7 contains also proposals for lower thresholds intended to exclude too smooth driving.
For the motorway class needs to be mentioned, that Sweden and the UK have speed limits (110 km/h, 112 km/h), that are only 20 km/h above the lower speed borderline of this class (90 km/h) and thus have a lower speed range for acceleration events.
This explains the significantly lower RPA percentile values compared to the whole sample.
This is considered in the proposals for the RPA threshold curves. 17

18. RPA versus v_ave
Figure 7 18

19. End of presentation, thank you for your attention!19