Post on 30-May-2022
WLTP-18-06e
Japan Automobile Research Institute 11
Study on Drive Trace Index~ Proposal of applicable drive trace indexes and
criteria~
Prepared by Japan
18th WLTP IWG
18-20 April 2017
WLTP-18-06e
Japan Automobile Research Institute 22
Approach for possible criteria
Consideration of the possible criteria
1. based on the relationship between each index and performance values (CO2, EC, range)
2. based on the feasibility study (Check the deviation of each index under the Normal driving*)
INDEX
ΔC
O2
/ E
C
-1%
~+
2%
?
±X
1. Relationship between each index
value and performance value
2. Feasibility study (Normal driving) Frequency distribution
on normal driving
Normal driving
Rough driving
Smooth driving
Vehic
le-1
Vehic
le-2
Vehic
le-3
・・・
Vehic
le-n
Vehic
le-n
+1
IND
EX
±2
σ, 3
σ?
Min
~ M
ax?
Vehic
le-4
*) Normal driving: trace the target speed as much as possible
WLTP-18-06e
Japan Automobile Research Institute 3
Proposed criteria and next action
1. Tentative proposed indexes and criteria
2. Next actions
INDEX Proposed Criteria
RMSSE (km/h) < +0.8
IWR (%) -2.0 ~ +4.0*) need further study on unique vehicle configurations (i.e. single clutch
Automated Manual Transmission)
*) Apply only for type approval test (not apply for CoP)
Initial ProposalPossible index
Threshold
(by Japan)
18th 19th 20th 21st
2017/Jan Apr Jun Oct 2018/Jan
Final Decision
Consolidated Proposal
Possible index
Threshold
(by Japan)
Feedbacks
Comments
Counter-proposals
(by WLTP IWG member)
WLTP-18-06e
Japan Automobile Research Institute 44
Summary of study on drive trace index
ASCR, IWR and RMSSE are significantly changed according to the driving style. On the
other hand it was also observed that ER, DR and EER are not able to detect intentional
smooth/rough driving.
Both ASCR and IWR relate to acceleration. The IWR value is approximately equal to
ASCR. Since IWR takes into account vehicle speed in addition to acceleration, IWR
express approximated engine power (P ≈ V*A) .
RMSSE value always become large when the speed deviations are observed. RMSSE
has an ability to evaluate conformity between the actual and target speeds.
According to the relationship between drive trace index and performance parameter, if
the CO2 impact for ICE vehicles is limited to in the range from -1% to +2%, the range of
IWR should be set from -2.0 to +4.0.
The impact on performance parameter for the electrified vehicles is lower than that of
ICE vehicles. However, since the electrified vehicles is driven by motor and it doesn’t
have a transmission, the electrified vehicles follow the target speed more easily and then
the drive trace indexes become smaller.
According to feasibility study, almost of RMSSE values under the normal driving were
less than 0.8 and almost of IWR values were in the range from -2.0 to +4.0.
Thus, the proposed indexes and threshold should be set “IWR:-2.0~+4.0 and RMSSE:
<+0.8”
The specific threshold value for IWR and RMSSE can be positive alternative of
“normalization” which will not work for electrified vehicles.
WLTP-18-06e
Japan Automobile Research Institute 55
Comparison table
Indexes
ICE HEV OVC-HEV PEV Feasibility Past proposals
CO2
deviation (+/- 2.0 %)
CO2_CS
deviation (+/- 2.0 %)
EAER
deviati
on (+/-
2.0 %)
EC_AC,
weighted
deviation (+/- 2.0 %)
EC
deviation (+/- 2.0 %)
PER
deviation (+/- 2.0 %)
JAMA
data
PSA
2013*
FORD
2015*
BMW
HS
2015
HONDA
2015
JPN
2015
LMH/
LMHxH
LMH/
LMHxHLMHxH LMHxH
LMH/
LMHxH
LMH/
LMHxH
LMH/
LMHxH
LMHxH
(phase)LMHxH LMHxH - -
ER +/- 1.0-3.0 ~
+1.0
-3.0 ~
+1.5+/- 4.0
-3.0 ~
+0.5
-3.0 ~
+1.5- - - - - -
DR - - - - - - - - - - - -
EER +/- 1.0-3.0 ~
+1.0
-3.0 ~
+1.5
-3.0 ~
+4.0
-2.5 ~
+1.5
-3.0 ~
+1.5+/- 1.5
+/- 2.0
(+/- 4.0)+ +/- 2.0 - -
ASCR-4.0 ~
+3.0
-5.0 ~
+2.0
-7.0 ~
+3.0
-7.0 ~
+9.0
-4.0 ~
+3.0+/- 4.0
-2.0 ~
+4.0
+/- 6.0
(+/- 8.0)
-2.0 ~
+4.0+/- 3.0
-1.0 ~
+3.0
(ICE)
-2.0 ~
+3.0
(HEV)
-
IWR +/- 4.0-6.0 ~
+2.0
-10.0 ~
+4.0
-10.0 ~
+9.0+/- 5.0 +/- 5.0
-2.0 ~
+4.0-
IWR is
very
similar
to
ASCR
- --2.0 ~
+4.0
RMSSE
(km/h)< +0.8 < +0.8 < +0.8 < +0.8 < +0.8 < +0.8 < +0.8 - < +1.3 < +1.3 ≦ +0.9 < +0.8
(*) PSA_WLTC Cycle violations status and proposals.pptx
(*) driving trace index - Ford - WLTP.pdf
WLTP-18-06e
Japan Automobile Research Institute 66
(Ref.) Characteristics of each index
INDEX EVALUATION CHARACTERISTICS
Energy Rating (ER) Change rate on the cycle
energy
• Capable of evaluating the change of driving energy.
• It is not able to detect the driving style that repeat acceleration and deceleration.
(Like a wave )
• The detection ability become lower if the extra-high phase is included. (Cycle
energy of Ex-high is relatively bigger than that of L/M/H)
Distance Rating (DR) Change rate on the
distance
• Capable of evaluating the change of driving distance.
• It is not able to detect the driving style that repeat acceleration and deceleration.
Energy Economy
Rating (EER)
Change rate on the
distance per energy
• Capable of evaluating the change of the distance per energy
• Since EER consider both energy and distance, it can evaluate driving style more
appropriately compared to ER and DR
• It is not able to detect the driving style that repeat acceleration and deceleration.
• The detection ability become lower if the extra-high phase is included. (Cycle
energy of Ex-high is relatively bigger than that of L/M/H)
Absolute Speed
Change Rating
(ASCR)
Change rate on the
integral of the absolute
magnitude of acceleration
• Capable of evaluating the change of the integral of the absolute magnitude of
acceleration
• It is able to detect the driving style that repeat acceleration and deceleration
• ASCR value doesn’t change if the route from point A to point B is different.
Root Mean Squared
Speed Error (RMSSE)
Speed deviation • RMSSE value always become large when the speed deviations are observed.
RMSSE has a ability to evaluate conformity between the actual and target
speeds.
• It is not able to detect whether smooth driving or rough driving
Inertial Work Rating
(IWR)
Change rate on the inertial
work
• It is able to detect the driving style that repeat acceleration and deceleration
• Since IWR takes into account vehicle speed in addition to acceleration, IWR
express approximated engine power (P ≈ V*A)
Route_A
Route_B
Route_C
Route_A
Route_B
Route_C
WLTP-18-06e
Japan Automobile Research Institute 77
-10
-5
0
5
10
-10.0 -5.0 0.0 5.0 10.0
ΔC
O2
(%
)
ASCR
ICE-LMH
ICE-LMHxH
-10
-8
-6
-4
-2
0
2
4
6
8
10
-10.0 -5.0 0.0 5.0 10.0
ΔC
O2
(%
)
IWR
ICE-LMH
ICE-LMHxH
-15
-10
-5
0
5
10
0.0 0.5 1.0 1.5 Δ
CO
2 (%
)
RMSSE
ICE-LMH
ICE-LMHxH
-10
-8
-6
-4
-2
0
2
4
6
8
10
-1.5 -1.0 -0.5 0.0 0.5 1.0 1.5 Δ
CO
2 (%
)DR
ICE-LMH
ICE-LMHxH
-10
-5
0
5
10
-8.0 -6.0 -4.0 -2.0 0.0 2.0 4.0 6.0 8.0
ΔC
O2
(%
)
EER
ICE-LMH
ICE-LMHxH
-10
-8
-6
-4
-2
0
2
4
6
8
10
-8.0 -6.0 -4.0 -2.0 0.0 2.0 4.0 6.0 8.0
ΔC
O2
(%
)
ER
ICE-LMH
ICE-LMHxH
77
Relationship between indexes and CO2 of ICEVs
ER DR EER
ASCR RMSSEIWR
possible criteria: - possible criteria: -
CO2: +/- 2% => ASCR: +/- 4.0 possible criteria: < +0.8
※ICE:9 vehicles
Not detected Not detected
2
-2
0.8
Normal
Rough
Smooth
CO2: +/- 2% => IWR: +/- 4.0
WLTP-18-06e
Japan Automobile Research Institute 88
-10
-5
0
5
10
15
-10.0 -5.0 0.0 5.0 10.0
ΔC
O2
(%
)
ER
HEV-CS-LMH
HEV-CS-LMHxH
-10
-5
0
5
10
15
-15.0 -10.0 -5.0 0.0 5.0 10.0 15.0
ΔC
O2
(%
)
ASCR
HEV-CS-LMH
HEV-CS-LMHxH
-10
-5
0
5
10
15
-20.0 -10.0 0.0 10.0 20.0
ΔC
O2
(%
)
IWR
HEV-CS-LMH
HEV-CS-LMHxH
-10
-5
0
5
10
15
0.0 0.5 1.0 1.5 Δ
CO
2 (%
)
RMSSE
HEV-CS-LMH
HEV-CS-LMHxH
-10
-5
0
5
10
15
-10.0 -5.0 0.0 5.0 10.0
ΔC
O2
(%
)
EER
HEV-CS-LMH
HEV-CS-LMHxH
88
Relationship between indexes and CO2_CS of HEVs
ER DR EER
ASCR RMSSEIWR
-10
-5
0
5
10
15
-2.0 -1.0 0.0 1.0 2.0 Δ
CO
2 (%
)DR
HEV-CS-LMH
HEV-CS-LMHxH
possible criteria: < +0.8
※HEV:4 vehicles
2
-2
0.8
CO2: +/- 2% => ASCR: -5.0 ~ +2.0 CO2: +/- 2% => IWR: -6.0 ~ +2.0
CO2: +/- 2% => ER: -3.0 ~ +1.0 CO2: +/- 2% => EER: -3.0 ~ +1.0
WLTP-18-06e
Japan Automobile Research Institute 99
-10
-8
-6
-4
-2
0
2
4
6
8
10
-15.0 -10.0 -5.0 0.0 5.0 10.0 15.0
ΔE
AE
R (%
)
ASCR
16-OVC-HEV
15-OVC-HEV
-10
-8
-6
-4
-2
0
2
4
6
8
10
0.0 0.5 1.0 1.5 Δ
EA
ER
(%
)
RMSSE
16-OVC-HEV
15-OVC-HEV
-10
-8
-6
-4
-2
0
2
4
6
8
10
-20.0 -10.0 0.0 10.0 20.0
ΔE
AE
R (%
)
IWR
16-OVC-HEV
15-OVC-HEV
-10
-8
-6
-4
-2
0
2
4
6
8
10
-10.0 -5.0 0.0 5.0 10.0
ΔE
AE
R (%
)
ER
16-OVC-HEV
15-OVC-HEV
-10
-8
-6
-4
-2
0
2
4
6
8
10
-1.0 -0.5 0.0 0.5 1.0 Δ
EA
ER
(%
)DR
16-OVC-HEV
15-OVC-HEV
-10
-8
-6
-4
-2
0
2
4
6
8
10
-10.0 -5.0 0.0 5.0 10.0
ΔE
AE
R (%
)
EER
16-OVC-HEV
15-OVC-HEV
Relationship between indexes and EAER of OVC-HEV
ER DR EER
ASCR RMSSEIWR
possible criteria: < 0.8
※OVC-HEV:2 vehicles
(AVE CD 1-4) (AVE CD 1-4) (AVE CD 1-4)
(AVE CD 1-4) (AVE CD 1-4) (AVE CD 1-4)0.8
EAER: +/- 2% => ASCR: -7.0 ~ +3.0 EAER: +/- 2% => IWR: -10.0 ~ +4.0
EAER: +/- 2% => ER: -3.0 ~ +1.5 EAER: +/- 2% => EER: -3.0 ~ +1.5
WLTP-18-06e
Japan Automobile Research Institute 1010
-6
-4
-2
0
2
4
6
-10.0 -5.0 0.0 5.0 10.0
ΔE
C_
AC
,we
igh
ted
(%
)
ER
16-OVC-HEV
15-OVC-HEV
-6
-4
-2
0
2
4
6
-1.0 -0.5 0.0 0.5 1.0
ΔE
C_
AC
,we
igh
ted
(%
)DR
16-OVC-HEV
15-OVC-HEV
-6
-4
-2
0
2
4
6
-10.0 -5.0 0.0 5.0 10.0
ΔE
C_
AC
,we
igh
ted
(%
)
EER
16-OVC-HEV
15-OVC-HEV
-6
-4
-2
0
2
4
6
-15.0 -10.0 -5.0 0.0 5.0 10.0 15.0
ΔE
C_
AC
,we
igh
ted
(%
)
ASCR
16-OVC-HEV
15-OVC-HEV
-6
-4
-2
0
2
4
6
0.0 0.5 1.0 1.5 Δ
EC
_A
C,w
eig
hte
d (%
)RMSSE
16-OVC-HEV
15-OVC-HEV
-6
-4
-2
0
2
4
6
-20.0 -10.0 0.0 10.0 20.0
ΔE
C_
AC
,we
igh
ted
(%
)
IWR
16-OVC-HEV
15-OVC-HEV
Relationship between indexes and EC_AC,weighted of OVC-HEV
ER DR EER
ASCR RMSSEIWR
possible criteria: < +0.8
※OVC-HEV:2 vehicles
(AVE CD 1-4 & CS) (AVE CD 1-4 & CS) (AVE CD 1-4 & CS)
(AVE CD 1-4 & CS) (AVE CD 1-4 & CS) (AVE CD 1-4 & CS)0.8
EC: +/- 2% => ASCR: -7.0 ~ +9.0 EC: +/- 2% => IWR: -10.0 ~ +9.0
EC: +/- 2% => ER: +/- 4.0 EC: +/- 2% => EER: -3.0 ~ +4.0
WLTP-18-06e
Japan Automobile Research Institute 1111
-8
-6
-4
-2
0
2
4
6
8
-15.0 -10.0 -5.0 0.0 5.0 10.0 15.0
ΔE
C (%
)
ASCR
16-EV
-8
-6
-4
-2
0
2
4
6
8
0.0 0.5 1.0 1.5 Δ
EC
(%
)
RMSSE
16-EV
-8
-6
-4
-2
0
2
4
6
8
-20.0 -10.0 0.0 10.0 20.0
ΔE
C (%
)
IWR
16-EV
-8
-6
-4
-2
0
2
4
6
8
-8.0 -4.0 0.0 4.0 8.0
ΔE
C (%
)
ER
16-EV
-8
-6
-4
-2
0
2
4
6
8
-1.5 -1.0 -0.5 0.0 0.5 1.0 1.5
ΔE
C (%
)DR
16-EV
-8
-6
-4
-2
0
2
4
6
8
-10.0 -5.0 0.0 5.0 10.0
ΔE
C (%
)
EER
16-EV
1111
Relationship between indexes and EC of PEVs
ER DR EER
ASCR RMSSEIWR
possible criteria: < +0.8
※PEV:1 vehicle
(AVE DS1 & DS2) (AVE DS1 & DS2) (AVE DS1 & DS2)
(AVE DS1 & DS2) (AVE DS1 & DS2) (AVE DS1 & DS2)0.8
EC: +/- 2% => ASCR: -4.0 ~ +3.0 EC: +/- 2% => IWR: +/- 5.0
EC: +/- 2% => ER: -3.0 ~ +0.5 EC: +/- 2% => EER: -2.5 ~ +1.5
WLTP-18-06e
Japan Automobile Research Institute 1212
Relationship between indexes and PER of PEV
ER DR EER
ASCR RMSSEIWR
-8
-6
-4
-2
0
2
4
6
8
-10.0 -5.0 0.0 5.0 10.0
ΔP
ER
(%
)
ER
16-EV
-8
-6
-4
-2
0
2
4
6
8
-1.0 -0.5 0.0 0.5 1.0
ΔP
ER
(%
)DR
16-EV
-8
-6
-4
-2
0
2
4
6
8
-10.0 -5.0 0.0 5.0 10.0
ΔP
ER
(%
)
EER
16-EV
-8
-6
-4
-2
0
2
4
6
8
-15.0 -10.0 -5.0 0.0 5.0 10.0 15.0
ΔP
ER
(%
)
ASCR
16-EV
-8
-6
-4
-2
0
2
4
6
8
0.0 0.5 1.0 1.5 Δ
PE
R (%
)
RMSSE
16-EV
-8
-6
-4
-2
0
2
4
6
8
-20.0 -10.0 0.0 10.0 20.0
ΔP
ER
(%
)
IWR
16-EV
possible criteria: < +0.8
※PEV:1 vehicle
(AVE DS1 & DS2) (AVE DS1 & DS2) (AVE DS1 & DS2)
(AVE DS1 & DS2) (AVE DS1 & DS2) (AVE DS1 & DS2)0.8
PER: +/- 2% => ASCR: +/- 4.0 PER: +/- 2% => IWR: +/- 5.0
PER: +/- 2% => ER: -3.0 ~ +1.5 PER: +/- 2% => EER: -3.0 ~ +1.5
WLTP-18-06e
Japan Automobile Research Institute 1313
0
5
10
15
20
25
30
35
40
45
≦-5
≦-4
.5
≦-4
≦-3
.5
≦-3
≦-2
.5
≦-2
≦-1
.5
≦-1
≦-0
.5
≦0
≦0
.5
≦1
≦1
.5
≦2
≦2
.5
≦3
≦3
.5
≦4
≦4
.5
≦5
>5
Fre
qu
en
cy (%
)
EER
EER-AT/CVT
EER-MT
EER-HEV
0
5
10
15
20
25
30
≦-5
≦-4
.5
≦-4
≦-3
.5
≦-3
≦-2
.5
≦-2
≦-1
.5
≦-1
≦-0
.5
≦0
≦0
.5
≦1
≦1
.5
≦2
≦2
.5
≦3
≦3
.5
≦4
≦4
.5
≦5
>5
Fre
qu
en
cy (%
)
ASCR
ASCR-AT/CVT
ASCR-MT
ASCR-HEV
0
5
10
15
20
25
30
35
40
45
50
≦0
.1
≦0
.2
≦0
.3
≦0
.4
≦0
.5
≦0
.6
≦0
.7
≦0
.8
≦0
.9
≦1
≦1
.1
≦1
.2
≦1
.3
≦1
.4
≦1
.5
≦1
.6
≦1
.7
≦1
.8
≦1
.9
≦2
≦3
≦4
Fre
qu
en
cy (%
)
RMSSE
RMSSE-AT/CVT
RMSSE-MT
RMSSE-HEV
0
5
10
15
20
25
30
≦-5
≦-4
.5
≦-4
≦-3
.5
≦-3
≦-2
.5
≦-2
≦-1
.5
≦-1
≦-0
.5
≦0
≦0
.5
≦1
≦1
.5
≦2
≦2
.5
≦3
≦3
.5
≦4
≦4
.5
≦5
>5
Fre
qu
en
cy (%
)
IWR
IWR-AT/CVT
IWR-MT
IWR-HEV
Feasibility study (JAMA-JARI data)
◆EER ◆ASCR
◆RMSSE ◆IWR
+4.0
-2.0
+0.8 +1.0
+4.0
-2.0
-1.5 +1.5
The frequency distribution in each index is as follow;
WLTP-18-06e
Japan Automobile Research Institute 1414
Comparison between 3 phase and 4 phase
◆EER ◆ASCR
◆RMSSE ◆IWR
• EER value of 4 phase is
smaller than that of 3
phase. Since the cycle
energy of Extra high phase
is approx. 40% of total, the
effect of driving style in
L/M/H phase become
relatively smaller.
• Regarding ASCR,IWR
and RMSSE, the index of 3
phase and the index of 4
phase are almost same.
y = 0.6698x + 0.0593
-3.0
-2.0
-1.0
0.0
1.0
2.0
3.0
-3.0 -2.0 -1.0 0.0 1.0 2.0 3.0
EER - LMH
EE
R -
LM
HxH
y = 0.9342x + 0.0713
-6.0
-4.0
-2.0
0.0
2.0
4.0
6.0
-6.0 -4.0 -2.0 0.0 2.0 4.0 6.0
ASCR - LMH
AS
CR
- L
MH
xH
y = 0.9995x + 0.0028
0.0
0.2
0.4
0.6
0.8
1.0
1.2
1.4
1.6
1.8
2.0
0.0 0.5 1.0 1.5 2.0
RMSSE - LMH
RM
SS
E -
LM
HxH
y = 0.9079x + 0.1421
-6.0
-4.0
-2.0
0.0
2.0
4.0
6.0
-6.0 -4.0 -2.0 0.0 2.0 4.0 6.0
IWR - LMH
IWR
- L
MH
xH
WLTP-18-06e
Japan Automobile Research Institute 1515
-20
-15
-10
-5
0
5
10
15
20
-10.0 -5.0 0.0 5.0 10.0
ΔM
_C
O2
,we
igh
ted
(%
)
ER
16-OVC-HEV
15-OVC-HEV
-20
-15
-10
-5
0
5
10
15
20
-1.0 -0.5 0.0 0.5 1.0 Δ
M_
CO
2,w
eig
hte
d (%
)DR
16-OVC-HEV
15-OVC-HEV
-20
-15
-10
-5
0
5
10
15
20
-10.0 -5.0 0.0 5.0 10.0
ΔM
_C
O2
,we
igh
ted
(%
)
EER
16-OVC-HEV
15-OVC-HEV
-20
-15
-10
-5
0
5
10
15
20
-15.0 -10.0 -5.0 0.0 5.0 10.0 15.0
ΔM
_C
O2
,we
igh
ted
(%
)
ASCR
16-OVC-HEV
15-OVC-HEV
-20
-15
-10
-5
0
5
10
15
20
0.0 0.5 1.0 1.5 Δ
M_
CO
2,w
eig
hte
d (%
)
RMSSE
16-OVC-HEV
15-OVC-HEV
-20
-15
-10
-5
0
5
10
15
20
-20.0 -10.0 0.0 10.0 20.0
ΔM
_C
O2
,we
igh
ted
(%
)
IWR
16-OVC-HEV
15-OVC-HEV
(Ref.) Relationship between indexes and M_CO2,weighted of OVC-HEV
ER DR EER
ASCR RMSSEIWR
possible criteria: -2.5 ~ +0.5 possible criteria: -2.5 ~ 0
possible criteria: -5.0 ~ 0 possible criteria: -6.0 ~ 0 possible criteria: < +0.8
※OVC-HEV:2 vehicles
(AVE CD 1-4 & CS) (AVE CD 1-4 & CS) (AVE CD 1-4 & CS)
(AVE CD 1-4 & CS) (AVE CD 1-4 & CS) (AVE CD 1-4 & CS)
WLTP-18-06e
Japan Automobile Research Institute 1616
(Ref.) Drive Trace Index (SAE J2951)
Energy Rating (ER)
is defined as the percent difference between the total driven and target cycle
energy.
Distance Rating (DR)
is defined as the percent difference between the total driven and scheduled
distance.
Energy Economy Rating (EER)
is defined as the percentage difference between the distance per unit cycle energy
for the driven and target traces. Since fuel economy is a measure of the distance
traveled per unit of fuel consumed, the effect of distance driven must also be
considered in an assessment of a drive quality that is intended to correlate with fuel
economy.
Absolute Speed Change Rating (ASCR)
is defined as the percentage difference between the ASC for the driven and target
traces. It provides an indicator of the "smoothness" of the driven trace relative to
the scheduled trace. A driven trace that is "smoother" will have a lower ASC than
the scheduled trace and so will result in a negative ASCR.
Inertial Work Rating (IWR)
is defined as the percentage difference between the inertial work for the driven and
target traces. It can indicate when the drive style might substantially impact the
overall efficiency of the engine, such that a metric based strictly on cycle energy
might not fully characterize observed deviations from expected emission rates.
Root Mean Squared Speed Error (RMSSE)
provides the driver’s performance in meeting the schedule speed trace throughout
the test cycle in terms of the Root Mean Squared Speed Error. The value is always
a positive number with lower values (closer to zero) indicating better performance.
RMS Speed Error has units of kilometer per hour (km/h) in this study.
100
T
TD
CE
CECEER
100
T
TD
D
DDDR
1001100
11001
/ER
/DREER
N
i
i
T
TD
aASC
ASC
ASCASCASCR
1
100
N
VV
.RMSSE
N
i
TiDi
1
2
63
N
i
ii
T
TD
daETW.IW
IW
IWIWIIWR
1
0151
100
* D: Driven, T: Target