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Development of Driving Cycle Construction Methodology in Malaysia's Urban

Road System

Conference Paper · August 2018

DOI: 10.1109/ICASSDA.2018.8477619

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 Development of Driving Cycle Construction
Methodology in Malaysia’s Urban Road System
A. R. Mahayadin
School of Mechatronic Engineering
Universiti Malaysia Perlis (UniMAP)
Perlis, Malaysia
I. Ibrahim I. Zunaidi
School of Mechatronic Engineering Technopreneur at UniMAP Sdn Bhd
Universiti Malaysia Perlis (UniMAP) Universiti Malaysia Perlis (UniMAP)
Perlis, Malaysia Perlis, Malaysia

Shahriman A. B. M. K. Faizi M. Sahari

School of Mechatronic Engineering School of Mechatronic Engineering Malaysia Automotive Institute
Universiti Malaysia Perlis (UniMAP) Universiti Malaysia Perlis (UniMAP) Cyber 6, 63000 Cyberjaya
Perlis, Malaysia Perlis, Malaysia Selangor, Malaysia

M. S. M. Hashim M. A. M. Saad M. S. Sarip

School of Mechatronic Engineering School of Mechatronic Engineering Malaysia Automotive Institute
Universiti Malaysia Perlis (UniMAP) Universiti Malaysia Perlis (UniMAP) Cyber 6, 63000 Cyberjaya
Perlis, Malaysia Perlis, Malaysia Selangor, Malaysia

Z. M. Razlan M. F. H. Rani Z. M. Isa

School of Mechatronic Engineering School of Mechatronic Engineering Perodua Manufacturing Sdn Bhd,
Universiti Malaysia Perlis (UniMAP) Universiti Malaysia Perlis (UniMAP) Sungai Choh, 48009 Rawang
Perlis, Malaysia Perlis, Malaysia Selangor, Malaysia

N. S. Kamarrudin A. Harun Y. Nagaya

School of Mechatronic Engineering School of Microelectronic Engineering Perodua Manufacturing Sdn Bhd,
Universiti Malaysia Perlis (UniMAP) Universiti Malaysia Perlis (UniMAP) Sungai Choh, 48009 Rawang
Perlis, Malaysia Perlis, Malaysia Selangor, Malaysia

Abstract— This paper presents a driving cycle construction
methodology in Malaysia’s urban road system by utilizing on-
road data collection from Kuala Lumpur. Micro trip cycle
construction approach is use in this study to construct driving
cycle for Malaysia’s urban road system. The driving cycle
constructed using this approach is a transient driving cycle
similar to WLTC, JC08 and FTP-75 driving cycles, which is
experimental based and are more reflecting the actual driving
conditions hence has more representatives comparing to
polygonal driving cycles such as NEDC and J10-15 mode driving
cycles. It was found that the characteristic of the newly
developed driving cycle in Malaysia’s urban road system has
small relative percentages when compared to the target
parameters (whole database) hence it is best represent the
driving condition in Kuala Lumpur. The cycle construction
methodology proposed in this study is appropriate for
developing urban driving cycles, though some improvements
need to be considered to increase the representativeness of the
driving cycle.
Keywords—driving cycle; urban road system; exhaust
emissions; fuel consumption; micro trip; cycle construction
I. INTRODUCTION
Driving cycle is define as a series of data points
representing the speed of vehicle versus time. It has been used
by various countries and organizations to determine the
exhaust emissions [1,2] and fuel consumption [3,4] of vehicles
and also for traffic engineering purposes [5,6]. The driving
cycle consists of a sequence of several vehicle operating
conditions namely acceleration, deceleration, idle and cruise
condition that are considered a signature for driving
characteristics for that country or region [7,8]. Every driving
cycle features the specific road conditions of a particular place
and differs widely from one region to another. Therefore, the
driving cycles developed in a certain country or region may
not be applicable for other regions unless the driving
characteristics are evidently similar. Hence, many researchers
and organizations has been doing their study and research to
develop driving cycle for their region or country.
USA, Europe, Asia and Australia are four main regions in
the world that have been developed driving cycles for their
country or regions for the past three to four decades.
Generally, there are two main categories of driving cycle that
have been developed in the world including legislative and
non-legislative. Legislative driving cycles are used to control
the specification of carbon emissions that are enforced by
government or authorities for the purpose vehicle emission
endorsement [9]. Federal Test Procedure (FTP-75) used in the
USA, New European Driving Cycle (NEDC) used in Europe
and Japanese Cycle (JC08) used in Japan, are examples of
legislative driving cycles that have been established. Instead,
non-legislative driving cycles are used in research or study for
exhaust emissions and fuel consumption assessment. Hong
Kong driving cycle [5], Bangkok driving cycle [10] and
Sydney driving cycle [11] are some examples of non-
legislative driving cycles.
There are two distinct approaches for developing driving
cycles. The first method is “modal” or “polygonal” driving
cycles. In this method, the driving cycle is composed of
various driving modes of constant acceleration, deceleration
and speed, such as those found in NEDC and ECE driving
cycles [12]. The second method is called transient driving
cycle. In this method, the driving cycle is derived from on-
road driving data. Some of the examples of such method are
FTP-75 and Melbourne peak cycle. The transient driving

978-1-5386-8369-9/18/$31.00 ©2018 IEEE

cycle is experimental based and are more reflecting the actual
driving conditions [5].
From literatures, there are four stages for development of
driving cycle that have been identified which include route
selection, data collection, cycle construction and cycle
assessment [13]. However, different countries are using
various method to develop their own driving cycle by
considering their financial and time constraints, source and
availability of data and information, and hence the results are
different. This paper focuses on the cycle construction
methodology as well as the assessment of the cycles in order
to develop driving cycle in Malaysia’s urban road system. The

Fig. 1 Flowchart of driving cycle construction methodology.

result from the construct driving cycle in this study is intended TABLE II. NUMBER OF MICRO TRIPS AND DURATION IN EACH SPEED RANGE
could be used for assessment exhaust emissions and fuel Speed Speed range No. of micro Duration Method
consumption. phase (km/h) trips (s) to use

II. METHODOLOGY 0<V≤10 8 75

In this study, micro trip cycle construction is proposed for Low
10<V≤20 2 80
constructing driving cycle in Malaysia’s urban road system speed
20<V≤30 1 73
“0 to 0”
since it supports exhaust emission and fuel consumption phase
30<V≤40 1 81
assessments as it covers each stop-go condition. Thus, this 40<V≤50 1 134
method has been selected to be used to construct driving cycle. 50<V≤60 1 120
The construction of driving cycle utilized 224 samples of on-
road data collection from Kuala Lumpur selected routes. 192 60<V≤70
High
samples are collected at normal road in Kuala Lumpur during 70<V≤80 “Not 0 to
speed 2 727
peak hour, off peak and weekend, while 32 samples are 80<V≤90 0”
phase
collected on highway in Kuala Lumpur. 90<V≤100

The flowchart of the proposed cycle construction

methodology for driving cycle in Malaysia’s urban road
system is presented in Fig. 1. Based on the flowchart, the
methodology comprised of three phases. Phase 1 starts with
determination of test cycle duration. The duration of the test
cycle is set at 1500 seconds. The length of this cycle duration
are enough for statistical analysis representativeness and also
enough for gas sampling of experimental works in chassis
dynamometer lab test. The speed data is extracted from the
raw data. Then, the speed data is filtered by keeping only one
zero at the beginning and the end of the data to reduce the idle
time during analysis. Weighting factor is calculated for each
sample of data collected to increase accuracy in data sampling.
In this study, there are many aspects involved to calculate
weighting factor including road type, length of road type,
route number in the road type, span of condition per week,
total span a week, traffic volume, data number in the route and
condition and vehicle speed. Several driving parameters are
calculated from all data multiplied with weighting factor
including average speed (vave), average running speed (v1ave),
average acceleration (Accave), average deceleration (Decave),
percentage of idle (%Idle), percentage of cruise (%Cruise),
percentage of acceleration (%Acc) and percentage of
deceleration (%Dec). These parameters have been recognized
as indicators of the real driving conditions. In this study, they
are used as a set of benchmarks for checking the
representativeness of the constructed driving cycle. Hence,
they become the so-called “target parameters”. The definition
of driving mode which are speed, acceleration, deceleration
and cruise are describe in Table I [14]. Then, number and
duration of micro trips in each speed range are determined and
method to be use whether “0 to 0” or “not 0 to 0” are decided
as shown in Table II.
TABLE I. DEFINITION OF DRIVING MODES [14]
Driving modes Definition
Idle mode Speed < 5 km/h and
Phase two of the methodology is focused on constructing
candidate driving cycles. The actual micro trips for the driving
cycle were selected from the whole database in each speed
range. The selection of candidate micro trips combination are
according to the speed acceleration frequency distribution
(SAFD) which has similar distributions with the whole
database. This could be done by using chi-squared, χ2
analysis. Chi-squared analysis is the measure of difference
between the selected micro trips combination and the whole
database. The combination of the micro trips with the least
chi-squared value is preferred. From Table II, method “0 to 0”
is used for the low speed phase cycle while method “not 0 to
0” is used for high speed phase cycle. For low speed phase
cycle, candidate cycles are determined then SAFD and chi-
squared values are calculated for each low speed phase
candidate cycle. Formula to calculate chi-squared value is
shown in equation below.
( )
χ2 = (1)
A candidate cycle that has the lowest chi-squared value is
selected to represent the low speed phase cycle. However, the
selection of micro trips for high speed phase from the whole
database was more challenging because the duration of 727
seconds with 2 micro trips (from Table II) as determined by
applying the approach described earlier is very small
compared to the real world’s high phase micro trips from the
whole database. Therefore, the high speed phase was construct
with a revised approach from a combination of different
segments (also known as method “not 0 to 0”) called as take-
off, cruise and slow-down sections that are extracted from real
micro trips from the unified database as illustrated in Fig. 2
[15]. The micro trips are randomly connected in each section
forming a high speed micro trip candidate cycles. Then, SAFD
and chi-squared values are calculated for each candidate cycle.

-0.5 km/h/s < Acceleration < 0.5 km/h/s

Acceleration mode Acceleration ≥ 0.5 km/h/s

Deceleration mode Acceleration ≤ -0.5 km/h/s

Cruise mode Speed ≥ 5 km/h/s and

-0.5 km/h/s < Acceleration < 0.5 km/h/s

Fig. 2. High speed phase cycle construction methodology [15].

 Nevertheless, the micro trips connection in each segments
are required to follow three connection conditions. Firstly,
tolerance of the vehicle speed at connection point is ± 1 km/h
(e.g. 80 ± 1 km/h). Secondly, the vehicle speed at connection
point is adjusted to average of connected two points. For
example, the vehicle speed of the end of first segment is 79.8
km/h, the vehicle speed of the start of second segment is 80.2
km/h, and hence the vehicle speed of connected point will be
80.0 km/h. The third connection condition is avoiding
uncharacteristic connection as presented in Fig. 3 [16]. A
candidate cycle that has the lowest chi-squared value is
selected to represent the high speed phase in the driving cycle.
Micro trips selected in low phase cycle is then combined with
micro trips selected high phase cycle. SAFD and chi-squared
value for the combined cycle are calculated.
Fig. 3. Uncharacteristic connection conditions [16].
Moving on to phase three of the cycle construction
methodology, number of idling and idling duration need to be
determined to be inserted between micro trips for the driving
cycle. Then, idling duration is calculated for each section by
using cumulative frequency graph (Fig. 4 ) [15]. Since the
number of micro trips is 16, hence the number of idling to be
insert in between each micro trips is 15. Y-axis is separated
into 15 equivalent parts then select the average value in each
part to decide the durations of each idling sections.
Fig. 4 Cumulative frequency graph used to calculate idling duration [15].
After idling is inserted between micro trips, adjustment is
made for the cycle of the speed-time graph. Some of the
Fig. 5 Speed time profile of driving cycle in Malaysia’s urban road system.
adjustments include insert idling at start point and at end point
to ensure the duration of the driving cycle is equal to 1500
seconds according to pre-determined cycle duration and for
operation of measurement on chassis dynamometer purpose.
The speed time graph of the complete driving cycle is then
plotted and the representativeness of the driving cycle is
evaluated by comparing the obtained assessment parameters
with the target parameters. The results of the newly
constructed driving cycle will be discussed in the next section.
III. RESULTS AND DISCUSSIONS
A comprehensive cycle construction methodology for
development of driving cycle in Malaysia’s urban road system
has been comprehensively discussed in the previous section.
In this section, the outcomes of the Malaysia’s urban road
system driving cycle based on the proposed methodology
were illustrated thoroughly including the speed time profile
and the relative percentage differences between the target
parameters.
A complete speed time profile of driving cycle in
Malaysia’s urban road system is shown in Fig. 5. It is the
transient driving cycle which consist of 16 micro trips. The
total duration of the driving cycle is 1500 seconds while the
distance covered is 13.29 km. From the calculation, the chi-
squared value of the driving cycle is 0.2146. Micro trips with
speed range below 10 km/h was dominant with 8 number of
micro trips recorded. This is due to congested road or heavy
traffic condition which lead to have more stop-go condition.
The micro trips at the higher speed range are longer compared
to the micro-trips at lower speed range. This is because the
vehicle experiencing a free flow move at higher speed range
with less frequent stop due to less traffic condition.
To check the representativeness of the driving cycle, it has
been compared with the target parameters as shown in Table
III. Average speed, average acceleration and percentage of
acceleration obtained very low differences with the target
parameters because the method of determining lowest chi-
squared value from the SAFD is applied, as described in
methodology section. From the overall comparison, the
percentages differences between the newly developed driving
cycle and the target parameters show relatively small
differences. The lowest differences is average acceleration
(1.32%) whereas the largest differences is percentage of
deceleration (12.70%). The relatively small percentage
differences show that the newly developed driving cycle is
 TABLE III. RELATIVE PERCENTAGE DIFFERENCES OF TARGET PARAMETERS CRITERIA.
Driving parameters Vave (km/h) V1ave Accave Decave %Idle %Cruise %Acc %Dec
(km/h) (m/s2) (m/s2)

Target parameters 30.47 34.71 0.76 -0.87 19.69 60.03 10.28 10.00

Malaysia’s urban road 31.89 37.17 0.75 -0.89 19.4 61.73 10.13 8.73
system driving cycle

Percentage differences 4.66 % 7.09 % 1.32 % 2.30 % 1.47 % 2.83 % 1.46 % 12.70 %

best represent the driving behaviour in Malaysia’s urban road
system specifically in Kuala Lumpur. Thus, the methodology
of driving cycle construction proposed in this study is
appropriate to be used for constructing the urban driving
cycle.
IV. CONCLUSIONS
A comprehensive methodology of cycle construction has
been thoroughly described in this study. The methodology
proposed in this study provides detailed procedures to
construct driving cycles from the real world traffic conditions
in Malaysia’s urban road system specifically in Kuala
Lumpur. Micro trip based cycle construction approach
proposed in this study is suitable for exhaust emission and fuel
consumption assessments purpose as it covers each stop-go
condition. Based on the approach, this method is preferable
method as it develops the transient driving cycle instead of
polygonal driving cycle. The transient driving cycle is
experimental based and are more reflecting the actual driving
conditions hence has more representatives comparing to
polygonal driving cycles. Besides that, the characteristics of
the driving cycle obtained from cycle construction
methodology proposed in this study has significantly small
relative percentages when compared with the target
parameters hence it is best represent the driving condition in
Kuala Lumpur. It can be conclude that this approach is
suitable for developing urban driving cycles. However, it still
need room for improvements. For future works, it is proposed
to include another parameters for cycle assessment such as
positive kinetic energy (PKE) and root mean square (RMS)
acceleration because those parameters have important criteria
on exhaust emissions and fuel consumption.
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ACKNOWLEDGMENT
The author acknowledge the financial support from
Malaysia Automotive Institute (MAI) under research grant of
Malaysia Driving Cycle.
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