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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
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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
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60
Series1
Series2
RATP Aqa 21 Cycle
Fahrzyklus zur Kraftstoffverbrauchsmessung
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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
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15
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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
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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
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30
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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
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