Standardised On-Road Test Cycles - SORT

A project of the UITP Bus Committeein collaboration with manufacturers

TEC Urban Cycle

Cycle Urbain : a = 1m/s2 et d = 2 m/s2

0

10

20

30

40

50

60

70

0 200 400 600 800 1000 1200 1400 1600distance

V

Vc=12,97 km/h

Cycle RATP AQA21

-15

-5

5

15

25

35

45

55

0 200 400 600 800 1000 1200 1400 1600 1800 2000

0

10

20

30

40

50

60

Series1

Series2

RATP Aqa 21 Cycle

Fahrzyklus zur Kraftstoffverbrauchsmessung

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10

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50

60

70

0 250 500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000 4250 4500 4750 5000

Streckenlänge [m]

Fahr

zeug

gesc

hw. [

km/h

]

200m

400m 400m

200m

250m 250m

500m

750m

300m

250m

400m 400m 400m

300m

Stop 40 sec.

Stop 10 sec

Evobus Cycle

Objectives

EcologicalNormativeTechnicalContractualEconomical

Ecological reasons

• (pollution)• consumption• new technologies - results

– reliability– comparability

Normative reasons

• Limited relevance of EC norms• “13 mode” test• new European cycles

need to test entire vehicles• (results expressed in g/k)• real operation conditions• objective comparison

Technical reasons

• Large array of cinematic chains possible for same vehicle

• Simplify process of vehicle choice and optimisation

• Avoid quick conclusions in bids• Availability of comparative information

– between models– between technologies

Contractual reasons

• Guarantees on performancesconsumption

• Possibility to compare bids• Relevance of a contractual cycle

Economical reasons

• Minimise operation costs• Minimise costs for official

acceptance and conformity control tests

Standardised on-road cycles =

Advantage for all parties• Operators• Manufacturers• Certifiers

But issues remain to be solved….

Vehicle load Line Topography Obstacles – Congestion - Stops

Boarding time Acceleration Agreed speed

COMMERCIAL SPEED

CONSUMPTION

Vehicle Performance

CONSUMPTION IS STRONLY INTERTWINED WITH COMMERCIAL SPEED (Source : RATP)

7062

92

60

89

128117 104

308206187

321

192 319221211

68

39

5 10 15 20 25Commercial speed (km/h)

Die

sel C

onsu

mpt

ion

Numbers indicate line identification.

• How to design cycles suitable to all?• Condition for large scale use

• How to neutralise external factors?• Condition for repeatability

• How to design simple cycles?• Feasibility condition

Quality of cycles

• representative• normative• repeatable• easy to use

Cycles

Time

Section 1Section 2

Section 3

STOP

Module 1 Module 2

AD

COMPLETE CYCLE

2 3

Speed

T3T3T1T0

Urban Operation Suburban Operation

12 km/h 17 km/h 27 km/h

Heavy urban Easy urban Suburban

Heavy urban Cycle

0

5

10

15

20

25

30

35

40

45

0 10 20 30 40 50 60 70 80 90 100

time (s)

Spee

d (K

m/h

)

06.213.819.426.930.438.738.738.738.768.778.881.792.8

Easy Urban Cycle

0

10

20

30

40

50

60

0 100 200 300 400 500 600

distance (m)

Spee

d (k

m/h

)0.017.159.675.0106.6135.3170.0170.0170.0170.0170.0266.5423.5520.0

Suburban Cycle

0

10

20

30

40

50

60

70

80

0 20 40 60 80 100 120 140 160 180

time (s)

Spee

d (K

m/h

)

07.611.019.429.532.343.557.368.782.5112.5138.6149.2170.1

Urban Operation Suburban Operation

12 km/h 17 km/h 27 km/h

Heavy urban Easy urban Suburban

Influence of external factors

• Rolling resistance– independent factors– manufacturer’s bound factors

• Driver⇒ relevant to carry out tests on track

with computer-aided driving…

Characteristics of vehicle to be tested

• half load (3.2 t)• standard basis equipment (legal)• no accessories operating• door open/close operation at end of a

module• run-in engine (10 to 15.000 km)• nominal tuning (pressure etc)

– accessories are tested separately…

SORT should become a standard

Standardised On-Road Test Cycles - SORT

A project of the UITP Bus Committeein collaboration with manufacturers