Standardised On-Road Test Cycles - SORT A project of the UITP Bus - - PowerPoint PPT Presentation

Standardised On-Road Test Cycles - SORT

A project of the UITP Bus Committee in collaboration with manufacturers

TEC Urban Cycle

Cycle Urbain : a = 1m/s

2 et d = 2 m/s 2

10 20 30 40 50 60 70 200 400 600 800 1000 1200 1400 1600

distance

V

Vc=12,97 km/h

Cycle RATP AQA21

• 15
• 5

5 15 25 35 45 55 200 400 600 800 1000 1200 1400 1600 1800 2000 10 20 30 40 50 60 Series1 Series2

RATP Aqa 21 Cycle

Fahrzyklus zur Kraftstoffverbrauchsmessung

10 20 30 40 50 60 70 250 500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000 4250 4500 4750 5000

Streckenlänge [m]

• Fahrzeuggeschw. [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

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

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
• ptimisation
• 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 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)

70 62 92 60 89 128 117 104 308 206 187 321 192 319 221 211 68 39 5 10 15 20 25

Commercial speed (km/h) Diesel Consumption 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 1 Section 2 Section 3

ST OP Module 1 Module 2 A D COMPLETE CYCLE 2 3 Speed T3 T3 T1 T0

Urban Operation Suburban Operation 12 km/h 17 km/h 27 km/h

Heavy urban Easy urban Suburban

Heavy urban Cycle

5 10 15 20 25 30 35 40 45 10 20 30 40 50 60 70 80 90 100 time (s)

Speed (Km/h)

6.2 13.8 19.4 26.9 30.4 38.7 38.7 38.7 38.7 68.7 78.8 81.7 92.8

Easy Urban Cycle

10 20 30 40 50 60 100 200 300 400 500 600 distance (m)

Speed (km/h)

0.0 17.1 59.6 75.0 106.6 135.3 170.0 170.0 170.0 170.0 170.0 266.5 423.5 520.0

Suburban Cycle

10 20 30 40 50 60 70 80 20 40 60 80 100 120 140 160 180 time (s)

Speed (Km/h)

7.6 11.0 19.4 29.5 32.3 43.5 57.3 68.7 82.5 112.5 138.6 149.2 170.1

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 Committee in collaboration with manufacturers