UN/ECE GRBUN/ECE GRB

R41WGR41WG

DEG conclusionsDEG conclusions

8 August 20078 August 2007

General - 1General - 1

In February 2007, GRB agreed:In February 2007, GRB agreed: That ISO362-2 is practical and repeatable To increase the number of MCs in the database to To increase the number of MCs in the database to

60 ( from an original sample size of 33)60 ( from an original sample size of 33) That the database is diverse and broad enough and

that R41WG/DEG should prepare the data for a R41WG/DEG should prepare the data for a limits discussion (standstill limits and reduction limits discussion (standstill limits and reduction effects; cost-efficiency modelling ideas; effects; cost-efficiency modelling ideas; consequences for resources (equipment, time))consequences for resources (equipment, time))

That R41WG/DEG should collect more ASEP data (to That R41WG/DEG should collect more ASEP data (to define ASEP limit line and the PMR exclusion cut-off define ASEP limit line and the PMR exclusion cut-off value)value)

General - 2General - 2 From April to July 2007, ASEP tests were From April to July 2007, ASEP tests were

conducted by Japan & IMMAconducted by Japan & IMMA Meeting on 2 July 2007 to check data Meeting on 2 July 2007 to check data

collection processcollection process 4/DEG meeting on 7/8 August to analyse 4/DEG meeting on 7/8 August to analyse

data and prepare material for R41WG and data and prepare material for R41WG and GRB in September 2007GRB in September 2007

R41 – ISO correlationR41 – ISO correlation

Sports

Small engine capacity Big engine capacity

Utility / Comfort

1170cc

1352cc

ON/OFF ROAD

660cc

499cc

1284cc

897cc

798cc

674cc

400cc

656cc

996cc

680cc

498cc

CRUISERS

499cc

1130cc

1584cc

3X49cc

3X 125cc

95cc

106cc

2298cc

249cc

599cc

1552cc

399 cc

998cc

2 x 125cc

Japan

IMMA

650cc

BASt

998cc

India

SUPERSPORTS

SPORTS &TOURERS

UTILITY & SCOOTERS223cc165cc

149cc

99cc88cc

Class II

Class I

2X599cc

125cc

125cc

244cc

656cc

1157cc

656cc

1157cc

Class I :Up to 25kW/t

Class II :25-50kW/t

Class III :Above 50kW/t

2X49cc3X100cc

110cc

249cc

249cc

3X399cc

1157cc

ECE R41-03 vs ISO ECE R41-03 vs ISO 362-2362-2

65

67

69

71

73

75

77

79

81

83

85

65 67 69 71 73 75 77 79 81 83 85

ISO

362-

2 (d

B)

ECE41-03 (dB)

Class IClass IIClass III

Standstill limit valuesStandstill limit values

Standstill limit values are those which Standstill limit values are those which give the same degree of severity as the give the same degree of severity as the R41 limit values taking into account the R41 limit values taking into account the change in the test procedurechange in the test procedure

These values were calculated from the These values were calculated from the Lurban noise levels that correspond to the Lurban noise levels that correspond to the highest valid R41 noise test result highest valid R41 noise test result (keeping any difference between the R41 (keeping any difference between the R41 result and its limit value)result and its limit value)

67

68

69

70

71

72

73

74

75

67 68 69 70 71 72 73 74 75 76

Lty

p_

ne

w in

dB

(A)

L_ECE R41 in dB(A)

CVT

manual

Class 1

ECE R41-03 vs ISO ECE R41-03 vs ISO 362-2362-2

Standstill limit

current limit value

68

70

72

74

76

78

80

68 70 72 74 76 78 80

Ltyp

_new

in d

B(A

)

L_ECE R41 in dB(A)

CVT

manual

Class 2

current limit

ECE R41-03 vs ISO ECE R41-03 vs ISO 362-2362-2

Standstill limit

1 outlier (R41 test in 3rd gear; ISO test in 2nd

gear)

68

70

72

74

76

78

80

82

84

68 70 72 74 76 78 80 82 84

Lty

p_

ne

w in

dB

(A)

L_ECE R41 in dB(A)

CVT

manual

Japan

India

BASt

ACEM

USMMA

current limit Class 3

ECE R41-03 vs ISO ECE R41-03 vs ISO 362-2362-2

Standstill limit Deletions = 2(COP) + 1 (cycle detection) + 4 (gearing) (filter: LISO,WOT – LECE>2 dB(A))

Cycle detection

Out of COP tolerance

Out of COP tolerance

Tuned gearing (4 outliers (3 at 80 dB(A);

1 at 79 dB(A))

ECE R41 ISO 362-2 Vehicles excluded

(%)Class Limit (dB) Class Limit

(dB)

Class 1 -80cc 75 < 25 kW/t

74 0 (but reduced margin

relative to limit)

Class 2 80-175cc

77 25-50 kW/t

75 13

Class 3 175cc- 80 > 50 kW/t

78 16

Standstill limit valuesStandstill limit values

Cost-effectiveness analysisCost-effectiveness analysis

Qualitative benefits exist (more robust test procedure Qualitative benefits exist (more robust test procedure for OE and RESS, excluding number of existing models for OE and RESS, excluding number of existing models at standstill limits) at standstill limits)

Most existing ambient noise prediction models do not Most existing ambient noise prediction models do not cover MCs; the limited number of models that do cover cover MCs; the limited number of models that do cover MCs show that Leq contribution from MCs is small MCs show that Leq contribution from MCs is small except for cities with high MC population except for cities with high MC population

Reliable quantitative cost-effectiveness analysis of Reliable quantitative cost-effectiveness analysis of reduction scenarios beyond standstill limits not possible reduction scenarios beyond standstill limits not possible although costs could be assessedalthough costs could be assessed

Consequences for resourcesConsequences for resources Potentially more lengthy/costly but offset

by: Duration of noise tests small compared to

overall noise test session (eg. travel to and from test site; test site set-up; establishing entry speed; ...)

Increasing experience for testers and preparatory deskwork

Reducing # test runs from 4 to 3 Higher equipment specifications needed

but already commonplace

ASEPASEP campaign resultscampaign results

GeneralGeneral

Tests to the latest ASEP test protocol Tests to the latest ASEP test protocol were done by Japan and IMMAwere done by Japan and IMMA

25 MCs were used (61 to 385 kW/t)25 MCs were used (61 to 385 kW/t) ASEP data was analysed by linear ASEP data was analysed by linear

regression to establish the noise regression to establish the noise increase/decrease slopesincrease/decrease slopes

Lmax(n) = Lwot i + 5*(n – ni)/1000 + 2 dB (n>ni)

Lmax(n) = Lwot,i – 0.95*(ni - n)/1000 + 2 dB (n < ni)

ASEP limit lineASEP limit line

-15

-10

-5

0

5

10

15

20

25

-4000 -3000 -2000 -1000 0 1000 2000 3000 4000(d

B)

(rpm)

RESS

OE

5dB/ 1000rpmtolerance 2dB

0.95dB/ 1000rpmtolerance 2dB

2 dB/1000 rpm

72

74

76

78

80

82

84

86

0 50 100 150 200 250 300 350 400 450

(dB)

(kW/ t)

ASEP_1

Exclusion of MCs with PMR below 130 Exclusion of MCs with PMR below 130 kW/tkW/t

Exclusion of CVT MCsExclusion of CVT MCs

60

65

70

75

80

85

90

1000 2000 3000 4000 5000 6000 7000 8000

Lm

ax

in d

B(A

)

nPP' in min-1

J-9

REF POINT(J-9)

J-13

REF POINT(J-13)

J-16

REF POINT(J-16)

REF POINT(ACEM-5)

ACEM-5

Enforcement testingEnforcement testing

Enforcement optionsEnforcement options At international level:At international level:

Type Approval & Conformity of Type Approval & Conformity of ProductionProduction

At national level:At national level: Stationary test with reference valueStationary test with reference value Drive-by acceleration test with Drive-by acceleration test with

reference value (DEG awaits BASt reference value (DEG awaits BASt research conclusions)research conclusions)

SummarySummary

Base TA test ASEP test (R41WG to

discuss its use)

Roadside enforcement (via national

implementing legislation)

Tampering

ECE R41 ISO 362-2 Vehicles excluded

(%)

+5dB/1000rpm-0.95dB/1000rpm

2dB tolerance

Stationary

Drive-by

Prohibition of easily

removable parts

Class Limit (dB)

Class Limit (dB)

PMR>130 kW/t+

exemption of CVT

See ECE R41

[Lowest WOT gear

data as referen

ce value]

Provisions for multi-mode manually adjustable systems

-80cc 75 < 25 kW/t

74 0 (but reduced margin

relative to limit)

[Entry speed

estimated on

speedometer]

Tightening the type

approval of RESS

80-175c

c

77 25-50

kW/t

75 13 Other issues:- 3 runs instead of 4- family concept for class boundaries (lowest PMR version to be tested with corresponding lower class limit)

175cc-

80 > 50 kW/t

78 16