Test Cycle: - New LUB (LowCVP UK Bus) cycle The LUB (LowCVP UK Bus) cycle will be used for all tests. This was developed from the previous MLTB (Millbrook London Transport Bus Cycle) used for all previous UK Bus schemes, and the addition of a “rural” phase of operation on the front of the test to represent typical UK driving operation. Warm-up of the vehicle will be done using the rural cycle phase to ensure the vehicle is stabilised prior to test. Manufacturers and test houses can determine any additional warm-up requirements but the final element should be the rural phase. For plug-in vehicles, all battery energy consumed must be recorded (to enable accurate charging and net energy calculations). Vehicles may be run with no warm-up between tests if requested by the manufacturer. Test weight: - 50% of seated capacity @ 68kg per passenger The test weight for the vehicle is determined by using the unladen kerb weight (which must be declared and will be confirmed by the test facility) and adding 50% of the seated passenger capacity using a nominal 68kg per passenger. This was selected as consistent with bus regulations and TfL approach. Note: To allow some scope for specification variation, it is proposed that a vehicle can be tested at a specified seating configuration and that this test will cover variation of +/- 5 seats either way; i.e. a bus with alternative seating from 40 to 50 seats would be tested at a single figure of 45 seats. Note: Seating capacity cannot be less than 50% of total passenger capacity. Dynamometer Setting: – Coastdown test required Chassis dynamometers should be set using road load data from coastdown testing. LowCVP recommends that all LEB vehicles undergo new coastdowns as the data from previous work may not cover the higher speed of the rural cycle which could adversely affect the results. Test fuel: – Assume grid or conventional fuel used for test Vehicles should be tested on market available fuel unless specifically requested to use a bespoke fuel, in which case a sample of fuel will be taken and stored by the test facility. Gas powered vehicles should declare the specification of gas being used for test and the recent fill locations. The specification of fuel used for test (and for calculating fuel consumption figures) will be stated by the test facility.
Test Cycle: - New LUB (LowCVP UK Bus) cycle The LUB (LowCVP UK Bus) cycle will be used for all tests. This was developed from the previous MLTB (Millbrook London Transport Bus Cycle) used for all previous UK Bus schemes, and the addition of a “rural” phase of operation on the front of the test to represent typical UK driving operation. Warm-up of the vehicle will be done using the rural cycle phase to ensure the vehicle is stabilised prior to test. Manufacturers and test houses can determine any additional warm-up requirements but the final element should be the rural phase. For plug-in vehicles, all battery energy consumed must be recorded (to enable accurate charging and net energy calculations). Vehicles may be run with no warm-up between tests if requested by the manufacturer. Test weight: - 50% of seated capacity @ 68kg per passenger The test weight for the vehicle is determined by using the unladen kerb weight (which must be declared and will be confirmed by the test facility) and adding 50% of the seated passenger capacity using a nominal 68kg per passenger. This was selected as consistent with bus regulations and TfL approach. Note: To allow some scope for specification variation, it is proposed that a vehicle can be tested at a specified seating configuration and that this test will cover variation of +/- 5 seats either way; i.e. a bus with alternative seating from 40 to 50 seats would be tested at a single figure of 45 seats. Note: Seating capacity cannot be less than 50% of total passenger capacity. Dynamometer Setting: – Coastdown test required Chassis dynamometers should be set using road load data from coastdown testing. LowCVP recommends that all LEB vehicles undergo new coastdowns as the data from previous work may not cover the higher speed of the rural cycle which could adversely affect the results. Test fuel: – Assume grid or conventional fuel used for test Vehicles should be tested on market available fuel unless specifically requested to use a bespoke fuel, in which case a sample of fuel will be taken and stored by the test facility. Gas powered vehicles should declare the specification of gas being used for test and the recent fill locations. The specification of fuel used for test (and for calculating fuel consumption figures) will be stated by the test facility.