Standardised On-Road Test

Cycles - SORT
A project of the UITP Bus Committee
in collaboration with manufacturers
 2 2
V Cycle Urbain : a = 1m/s et d = 2 m/s

70
Vc=12,97 km/h

60
50
40

30
20
10
0
0 200 400 600 800 1000 1200 1400 1600
distance

TEC Urban Cycle

55 60

Cycle RATP AQA21

45
50
Series1
Series2
35

40

25

30

15

20

10
-5
0 200 400 600 800 1000 1200 1400 1600 1800 2000

-15 0

RATP Aqa 21 Cycle

 Fahrzyklus zur Kraftstoffverbrauchsmessung
70

750m
60

400m 400m 500m 400m 400m 400m

50
Fahrzeuggeschw. [km/h]

40

200m 300m 300m

200m
30

250m 250m 250m

20
Stop 10 sec

10

Stop 40 sec.

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

Streckenlänge [m]

Evobus Cycle
 Objectives

Ecological
Normative
Technical
Contractual
Economical
 Ecological reasons

• (pollution)
• consumption
• new technologies - results
– reliability
– comparability
 Normative reasons
• Limited relevance of EC norms
• “13 mode” test
• new European cycles
Î 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 performances
consumption

• 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 Performance

Vehicle load Line Topography Obstacles – Congestion

- Stops

Boarding time Acceleration Agreed speed

COMMERCIAL SPEED

CONSUMPTION
CONSUMPTION IS STRONLY INTERTWINED
WITH COMMERCIAL SPEED (Source : RATP)
Numbers indicate line identification.

70
62
92
60

39
68 89
Diesel Consumption

321
128
117 104
308

187 206

211 221
192 319

5 10 15 20 25
Commercial speed (km/h)
• 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
 Speed
Cycles
Section 3

Section 2
Section 1
ST
OP
2 3

D
A

Time
T0 T1 T3 T3

Module 1 Module 2

COMPLETE CYCLE
 Urban Operation Suburban Operation

Heavy urban Easy urban Suburban

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

 0
6.2
Heavy urban Cycle 13.8
19.4
26.9
45 30.4
38.7
38.7
38.7
40
38.7
68.7
78.8
35
81.7
92.8
30
Speed (Km/h)

25

20

15

10

0
0 10 20 30 40 50 60 70 80 90 100
tim e (s)
 0.0
17.1
Easy Urban Cycle 59.6
75.0
106.6
135.3
170.0
60 170.0
170.0
170.0
170.0
266.5
50 423.5
520.0

40
Speed (km/h)

30

20

10

0
0 100 200 300 400 500 600

distance (m )
 Suburban Cycle
0
7.6
80 11.0
19.4
29.5
70 32.3
43.5
57.3
60 68.7
82.5
112.5
50 138.6
Speed (Km/h)

149.2
170.1
40

30

20

10

0
0 20 40 60 80 100 120 140 160 180
tim e (s)
 Urban Operation Suburban Operation

Heavy urban Easy urban Suburban

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

 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 Committee
in collaboration with manufacturers