scholarly journals Vehicle emissions and driving cycles: comparison of the Athens driving cycle (ADC) with ECE-15 and European driving cycle (EDC)

2013 ◽  
Vol 8 (3) ◽  
pp. 282-290 ◽  
Keyword(s):  
Fuel Consumption ◽  
Atmospheric Pollution ◽  
Vehicle Emissions ◽  
Maximum Velocity ◽  
The United States ◽  
Driving Cycle ◽  
Traffic Data ◽  
Chassis Dynamometer ◽  
Passenger Cars ◽  
Driving Cycles

Vehicle emissions constitute the main source of atmospheric pollution in modern cities. The increasing number of passenger cars, especially during the last decade, resulted in composite traffic problems with serious consequences on emissions and fuel consumption. This project was carried out in the Laboratory of Fuel Technology and Lubricants at NTUA in order to examine the effects of the driving patterns on fuel consumption and exhaust emissions from cars in the Athens basin. The typical driving profile consists of a complicated series of accelerations, decelerations and frequent stops and it is simulated by driving cycles on a laboratory chassis dynamometer. The New European Driving Cycle (NEDC) is applied in laboratory test approvals in the EU and is based on traffic data from European capitals (Paris and Rome). Traffic data from Athens was not included in the development of NEDC. The FTP 75 driving cycle and the Japan 10-15 modal cycle are currently used in the United States and Japan respectively. The different than other European cities and rapidly changing traffic conditions in Athens as well as the expanding transportation network and the atmospheric pollution problems impose the need to develop the Athens Driving Cycle (ADC). In this paper, onboard electronic equipment (GPS, OBD II reader, accelerometer, etc) was used and “real world” traffic data was collected, covering almost all the Athens road network for a two year period. Dedicated software was developed for the statistical analysis of the recorded parameters and therefore the first ADC was modeled with the following characteristics: ADC duration is 1160 seconds, the overall distance is 6512 meters, the mean velocity is 20.21 km h-1 and the maximum velocity is 70.86 km h-1. For comparison purposes, three passenger cars of different classification (Citroen Xsara 1.6L, a Mitsubishi Space Runner 2.0L Turbo and a Chrysler PT Cruiser 2.4L Turbo) were tested on a laboratory chassis dynamometer, applying three distinctive Driving Cycles: the Urban Driving Cycle (ECE-15), the New European Driving Cycle (NEDC) and the newly designed Athens Driving Cycle (ADC). Results show that NOX emissions are higher in ADC than ECE and EDC, up to 2.5 times. Higher CO emissions are recorded during ADC for 1.6L and 2.0L cars while ECE-15 gave the higher CO emissions for the 2.4L vehicle. Overall HC emissions do not show any significant variation. Fuel consumption is higher for ADC mode in all cases.

scholarly journals Investigation of Driving Behavior on Performance and Fuel Consumption of Light-Duty Vehicle

2020 ◽  
Vol 13 (4) ◽  
pp. 102-113
Author(s):  
Loay M. Mubarak ◽  
Ahmed Al-Samari
Keyword(s):  
Fuel Consumption ◽  
Real World ◽  
Driving Behavior ◽  
Driving Cycle ◽  
Aggressive Driving ◽  
Data Logger ◽  
Passenger Cars ◽  
Driving Cycles ◽  
Light Duty ◽  
Light Duty Vehicle

This manuscript instrumented two light-duty passenger cars to construct real-world driving cycles for the Baghdad-Basrah highway road in Iraq using a data logger. The recorded data is conducted to obtain typical speed profiles for each vehicle. Each of the recruited vehicles is modelized using Advanced Vehicle Simulator and conducted on the associated created driving cycle to investigate fuel economy and analyze performance. Moreover, to inspect the influence of driving behavior on fuel consumption and emissions, the simulation process is re-implemented by substituting the conducted real-world driving cycle. The analyses are done for the first and second stages of simulation predictions to explore the fuel-penalty of aggressive driving behavior. The analysis for substitution predictions showed that fuel consumption could be reduced by 12.8% due to conducting vehicle under the more consistent real-world driving cycle. However, conducting vehicle under the more aggressive one would increase fuel consumption by 14.6%. The associated emissions change prediction due to the substitution is also achieved and presented.

Different Configurations of Exhaust Gas Heat Recovery in Internal Combustion Engine: Evaluation on Different Driving Cycles Using Numerical Simulations

2018 ◽  
Vol 10 (4) ◽  
Author(s):  
Hanna Sara ◽  
David Chalet ◽  
Mickaël Cormerais
Keyword(s):  
Numerical Simulations ◽  
Fuel Consumption ◽  
Heat Recovery ◽  
Combustion Engine ◽  
Management Strategies ◽  
Driving Cycle ◽  
Maximum Temperature ◽  
Exhaust Gas ◽  
Direct Heating ◽  
Driving Cycles

Exhaust gas heat recovery is one of the interesting thermal management strategies that aim to improve the cold start of the engine and thus reduce its fuel consumption. In this work, an overview of the heat exchanger used as well as the experimental setup and the different tests will be presented first. Then numerical simulations were run to assess and valorize the exhaust gas heat recovery strategy. The application was divided into three parts: an indirect heating of the oil with the coolant as a medium fluid, a direct heating of the oil, and direct heating of the oil and the coolant. Different ideas were tested over five different driving cycles: New European driving cycle (NEDC), worldwide harmonized light duty driving test cycle (WLTC), common Artemis driving cycle (CADC) (urban and highway), and one in-house developed cycle. The simulations were performed over two ambient temperatures. Different configurations were proposed to control the engine's lubricant maximum temperature. Results concerning the temperature profiles as well as the assessment of fuel consumption were stated for each case.

scholarly journals Experimental Analysis of Calculation of Fuel Consumption Rate by On-Road Mileage in a 2.0 L Gasoline-Fueled Passenger Vehicle

2018 ◽  
Vol 8 (12) ◽  
pp. 2390 ◽  
Author(s):  
Jaehyuk Lim ◽  
Yumin Lee ◽  
Kiho Kim ◽  
Jinwook Lee
Keyword(s):  
Fuel Consumption ◽  
Fuel Economy ◽  
Fuel Efficiency ◽  
Co2 Concentration ◽  
The United States ◽  
Traffic Conditions ◽  
Fuel Consumption Rate ◽  
Driving Cycles ◽  
The Difference ◽  
Consumption Value

The five-driving test mode is vehicle driving cycles made by the Environment Protection Association (EPA) in the United States of America (U.S.A.) to fully reflect actual driving environments. Recently, fuel consumption value calculated from the adjusted fuel consumption formula has been more effective in reducing the difference from that experienced in real-world driving conditions, than the official fuel efficiency equation used in the past that only considered the driving environment included in FTP and HWFET cycles. There are many factors that bring about divergence between official fuel consumption and that experienced by drivers, such as driving pattern behavior, accumulated mileage, driving environment, and traffic conditions. In this study, we focused on the factor of causing change of fuel efficiency value, calculated according to how many environmental conditions that appear on the real-road are considered, in producing the fuel consumption formula, and that of the vehicle’s accumulated mileage in a 2.0 L gasoline-fueled vehicle. So, the goals of this research are divided into four major areas to investigate divergence in fuel efficiency obtained from different equations, and what factors and how much CO2 and CO emissions that are closely correlated to fuel efficiency change, depending on the cumulative mileage of the vehicle. First, the fuel consumption value calculated from the non-adjusted formula, was compared with that calculated from the corrected fuel consumption formula. Also, how much CO2 concentration levels change as measured during each of the three driving cycles was analyzed as the vehicle ages. In addition, since the US06 driving cycle is divided into city mode and highway mode, how much CO2 and CO production levels change as the engine ages during acceleration periods in each mode was investigated. Finally, the empirical formula was constructed using fuel economy values obtained when the test vehicle reached 6500 km, 15,000 km, and 30,000 km cumulative mileage, to predict how much fuel consumption of city and highway would worsen, when mileage of the vehicle is increased further. When cumulative mileage values set in this study were reached, experiments were performed by placing the vehicle on a chassis dynamometer, in compliance with the carbon balance method. A key result of this study is that fuel economy is affected by various fuel consumption formula, as well as by aging of the engine. In particular, with aging aspects, the effect of an aging engine on fuel efficiency is insignificant, depending on the load and driving situation.

Evaluation of hot water storage strategy in internal combustion engine on different driving cycles using numerical simulations

2017 ◽  
Vol 232 (8) ◽  
pp. 1019-1035 ◽  
Author(s):  
Hanna Sara ◽  
David Chalet ◽  
Mickaël Cormerais ◽  
Jean-François Hetet
Keyword(s):  
Ambient Temperature ◽  
Fuel Consumption ◽  
Thermal Management ◽  
Negative Impact ◽  
Combustion Engine ◽  
Driving Cycle ◽  
Hot Water ◽  
Pollutant Emissions ◽  
Engine Model ◽  
Driving Cycles

Since the main interest worldwide of green environment companies is to reduce pollutant emissions, the automotive industry is aiming to improve engine efficiency in order to reduce fuel consumption. Recently, studies have been shifted from upgrading the engine to the auxiliary systems attached to it. Thermal management is one of the successful fields that has shown promise in minimizing fuel consumption and reducing pollutant emissions. Throughout this work, a four-cylinder turbocharged diesel engine model was developed on GT-Power. Also, a thermal code has been developed in parallel on GT-Suite, in which the different parts of the coolant and lubricant circuits were modeled and calibrated to have the best agreement with the temperature profile of the two fluids in the system. Once the model was verified, hot coolant storage, a thermal management strategy, was applied to the system to assess the fuel consumption gain. The storage tank was located downstream the thermostat and upstream the radiator with three valves to control the coolant flow. The place was chosen to avoid negative impact on the cold start-up of the engine when the tank is at the ambient temperature. This strategy was applied on different driving cycles such as the NEDC, WLTC, CADC (urban and highway), and an in-house developed driving cycle. The ambient temperature was varied between −7°C to represent the coldest winter and 20°C. The results of this study summarize the ability of the hot coolant storage strategy in reducing the fuel consumption, and show the best driving cycle that needs to be applied on along with the influence of the different ambient temperatures.

scholarly journals Comparative tests of a passenger car with compression ignition engine on chassis dynamometer during NEDC and WLTC tests and during RDE road test

2019 ◽  
Vol 178 (3) ◽  
pp. 228-234
Author(s):  
Wojciech GIS ◽  
Maciej GIS ◽  
Piotr WIŚNIOWSKI ◽  
Mateusz BEDNARSKI
Keyword(s):  
Fuel Consumption ◽  
Winter Period ◽  
Compression Ignition ◽  
Chassis Dynamometer ◽  
Vehicle Exhaust ◽  
Road Test ◽  
Passenger Cars ◽  
Compression Ignition Engine ◽  
Passenger Car ◽  
Comparative Tests

Air pollution is a challenge for municipal authorities. Increased emission of PM10 and PM 2.5 particles is particularly noticeable in Poland primarily the autumn and winter period. That is due to the start of the heating season. According to the above data, road transport accounted for approximately 5% of the creation of PM10 particles, ca. 7% of PM2.5 and approximately 32% for NOx. In Poland, suspended particles (PM10 and PM2.5) cause deaths of as many as 45,000 people a year. The issue of smog also affects other European cities. Therefore, it is necessary to undertake concrete efforts in order to reduce vehicle exhaust emissions as much as possible. It is therefore justifiable to reduce the emission of exhaust pollution, particularly NOx, PM, PN by conventional passenger cars powered by compression ignition engines. Emissions by these passenger cars have been reduced systematically. Comparative tests of the above emission of exhaust pollution were conducted on chassis dynamometer of such passenger car in NEDC cycle and in the new WLTC cycle in order to verify the level of emissions from this type of passenger car. Measurements of fuel consumption by that car were also taken. Emission of exhaust pollution and fuel consumption of the this car were also taken in the RDE road test.

Comparing Driving Cycle Development Methods Based on Markov Chains

2020 ◽  
pp. 036119812096882
Author(s):  
Frédérique Roy ◽  
Catherine Morency
Keyword(s):  
Markov Chains ◽  
Environmental Protection Agency ◽  
Ghg Emissions ◽  
Principal Component ◽  
The United States ◽  
Driving Cycle ◽  
Clustering Methods ◽  
Driving Cycles ◽  
Emission Models ◽  
The Impact

The transportation sector is a major contributor to greenhouse gas (GHG) emissions, accounting for 14% of global emissions in 2010 according to the United States Environmental Protection Agency. In Quebec, this share amounts to 43%, of which 80% is caused by road transport according to the MinistÉre de l’Environnement et de la Lutte contre les changements climatiques of QuÅbec. It is therefore essential to support the actions taken to reduce GHGs emissions from this sector and to quantify the impact of these actions. To do so, accurate and reliable emission models are needed. Driving cycles are defined as speed profiles over time and they are a key element of emission models. They represent driving behaviors specific to various road types in each region. The most widely used method to construct driving cycles is based on Markov chains and consists of concatenating small sections of speed profiles, called microtrips, following a transition matrix. Two of the main steps involved in the development of driving cycles are microtrip segmentation and microtrip classification. In this study, several combinations of segmentation and clustering methods are compared to generate the most reliable driving cycle. Results show that segmentation of microtrips with a fixed distance of 250 m and clustering of the microtrips by applying a principal component analysis on many key parameters related to their speed and acceleration provide the most accurate driving cycles.

scholarly journals Driving Cycles Based on Fuel Consumption

Energies ◽  
2018 ◽  
Vol 11 (11) ◽  
pp. 3064 ◽  
Author(s):  
José Huertas ◽  
Michael Giraldo ◽  
Luis Quirama ◽  
Jenny Díaz
Keyword(s):  
Fuel Consumption ◽  
Test Procedure ◽  
Region Of Interest ◽  
Driving Cycle ◽  
Normal Operation ◽  
Characteristic Parameters ◽  
Driving Cycles ◽  
Driving Pattern ◽  
Relative Differences ◽  
Fuel Consumption And Emissions

Type-approval driving cycles currently available, such as the Federal Test Procedure (FTP) and the Worldwide harmonized Light vehicles Test Cycle (WLTC), cannot be used to estimate real fuel consumption nor emissions from vehicles in a region of interest because they do not describe its local driving pattern. We defined a driving cycle (DC) as the time series of speeds that when reproduced by a vehicle, the resulting fuel consumption and emissions are similar to the average fuel consumption and emissions of all vehicles of the same technology driven in that region. We also declared that the driving pattern can be described by a set of characteristic parameters (CPs) such as mean speed, positive kinetic energy and percentage of idling time. Then, we proposed a method to construct those local DC that use fuel consumption as criterion. We hypothesized that by using this criterion, the resulting DC describes, implicitly, the driving pattern in that region. Aiming to demonstrate this hypothesis, we monitored the location, speed, altitude, and fuel consumption of a fleet of 15 vehicles of similar technology, during 8 months of normal operation, in four regions with diverse topography, traveling on roads with diverse level of service. In every region, we considered 1000 instances of samples made of m trips, where m varied from 4 to 40. We found that the CPs of the local driving cycle constructed using the fuel-based method exhibit small relative differences (<15%) with respect to the CPs that describe the driving patterns in that region. This result demonstrates the hypothesis that using the fuel based method the resulting local DC exhibits CPs similar to the CPs that describe the driving pattern of the region under study.

Road type-based driving cycle development and application to estimate vehicle emissions for passenger cars in Guangzhou

2021 ◽  
pp. 101138
Author(s):  
Lihang Zhang ◽  
Zhijiong Huang ◽  
Fei Yu ◽  
Songdi Liao ◽  
Haoming Luo ◽  
...  
Keyword(s):  
Vehicle Emissions ◽  
Driving Cycle ◽  
Passenger Cars ◽  
Road Type

Series Plug in Hybrid Vehicle for Urban Driving Cycle

2014 ◽  
Vol 663 ◽  
pp. 510-516 ◽  
Author(s):  
Agus Mujianto ◽  
Muhammad Nizam ◽  
Inayati
Keyword(s):  
Fuel Consumption ◽  
Urban Areas ◽  
Hybrid Electric Vehicle ◽  
Gasoline Engine ◽  
Combustion Engine ◽  
Driving Cycle ◽  
Drive Cycle ◽  
Practical Applications ◽  
Driving Cycles ◽  
Study Performance

Urban area is the center of activities. Many people use the vehicle to cover the distance toward their activities places. In order to support the activities a large number of vehicles are moving in urban areas. Consequently, the consumption of fuel will increase from time to time and oil price has increased due to higher of demands. Thus, a plugin hybrid electric vehicle (PHEV) is proven as one of the best practical applications for transportation in order to reduce fuel consumption. One of the types of PHEV is a series PHEV (SPHEV). SPHEV is the simplest type of PHEV but still having higher efficiency of fuel than an internal combustion engine vehicle. This study was focused to discuss on the ability of SPHEV for covering distance and velocity of the urban drive cycle. Three driving cycles namely new European drive cycle (NEDC), extra urban driving cycle (EUDC), and EPA highway fuel economy cycle (HWFET) were used for the simulation using ADVISOR software to study performance of SPHEV. To achieve the best performance of SPHEV, the control strategy based on an artificial intelligence was purposed. The simulation was done by using SPHEV which consisted of15 kW battery, 41 kW engine, and 41 kW DC motor. The performance of SPHEV (fuel consumption and emission) was then compared to a gasoline engine vehicle (GEV). The results showed that SPHEV consumed less fuel and generated less emission during performing all drive cycles.

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