Fuel Consumption Tabulation in Laboratory Conditions

8/11/2019 Fuel Consumption Tabulation in Laboratory Conditions

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Fuel Consumption Tabulation in Laboratory ConditionsM. Alghadhi1. A. Ball. L. E. Kollar. R. Mishra. T. Asim

1University of Huddersfield

[email protected]

Abstract This paper examines the fuel economy displayed by

passenger vehicles and attempts to connect vehicular fuel

consumption to such easily measurable parameters as vehicle

speed, acceleration, gear and throttle position. The central

contention is to understand how fuel consumption is

connected to driving parameters in order to utilise such

findings to reduce vehicle fuel consumption in future vehicle

design. The New European Drive Cycle NEDC! has been

utilised as the testing framewor" to derive the mathematical

relationship between fuel consumption and measurable

driving parameters. The NEDC was simulated underlaboratory conditions, and driving parameters together with

the fuel consumption were measured. # few driving phases

were identified so that any drive cycle may be composed by

these phases$ and mathematical relationships have been fitted

on measured data for each of the phases.

Keywords NEDC, standard driving cycle, mathematicalmodel, real life driving, testing.

. !TR"#$CT"!

The %orld population is &.' billion at the moment and

rising. Climate (hange has (aused %idespread greenhouse

e))e(ts li*e global %arming+ higher a(id le,els in o(eansand redu(ed i(e (o,er at the poles -arrabin+ /012. Thema3or (auses o) greenhouse e))e(t are the by4produ(ts o)

industriali5ation+ and espe(ially (arbon dio6ide -7amimi 8

9arinabadi+ /0112. The le,el o) (arbon dio6ide+ the main

(onstituent o) emission by ,ehi(les+ is lin*ed to(onsumption o) )uel by the ,ehi(le. #ue to this there is

need to regulate the amount o) greenhouse gases that are

emitted into the atmosphere and this is e))e(ti,e by )uel

e(onomy.The )uel e(onomy -FE2 o) any ,ehi(le (an be (al(ulated

as a ratio o) distan(e tra,elled per unit ,olume o) )uel

(onsumed or as the ratio o) )uel (onsumption per distan(e

tra,elled -:FE+ /012. Fuel e(onomy standards (an be o),arious )orms su(h as litres o) )uel (onsumed per hundred

*ilometres o) distan(e tra,elled or distan(e tra,elled per

unit ,olume o) ,ehi(le )uel -An+ et al.+ /011+ p. ;2. The

regulations pertaining to )uel e(onomy )ollo%ed by the )ourlargest automobile mar*ets+ namely+ the $7+ the E$+ 2.

This paper %ill )o(us on de,eloping a method )or theestimation o) )uel (onsumption o) passenger (ars as a step

to%ard impro,ing the ?uality o) li)e in the urban (entres. n

parti(ular+ laboratory dri,ing obser,ations %ill be used to

propose a )ormulation )or predi(ting )uel (onsumptionunder di))erent dri,ing phases %hen the ,ehi(le speed+

a((eleration and throttle position are *no%n.

. F$ELEC"!"M@

Fuel e(onomy has been )ound to play an important rolein the redu(tion o) greenhouse gases and espe(ially (arbon

dio6ide. #ue to this+ it is pursued by (ountries see*ing to

redu(e their le,els o) emissions. Automobile mar*ets as

%ell as manu)a(turers need to (onsider the )uel e(onomyset standards %ithin a mar*et or (ountry in ma*ing and

distributing more e))i(ient ,ehi(les. There has been a shi)t

in the priority o) impro,ing )uel e(onomy %ith pre)eren(eto redu(ing the emission o) greenhouse gases by ,ehi(les as

a %ay o) redu(ing the greenhouse e))e(t. E,en %ith the

reno,ation o) )uel e(onomy standards in de,eloped

(ountries+ the in(reasing demands on oil and in(reasedemission o) greenhouse gases is still a ma3or (hallenge

%hi(h is yet to be )ully addressed -An+ et al.+ /0112.

Fuel e(onomy (an be measured mainly by the amount o)

)uel (onsumed in order to (o,er a gi,en distan(e by anautomobile %hi(h di))ers )rom (ar to (ar -:FE+ /012.

This is a(hie,ed by the use o) dri,e (y(les %ith

(onsideration )or e6ternal )a(tors that may a))e(t results.

These )a(tors in(lude di))erent designs o) (ars %hi(h gi,e

,arying results and ,arying operating (onditions. "perating(onditions either on a high%ay+ an urban en,ironment or a

(ombination o) both+ %ould ha,e di))erent results on

dri,ing (y(les e,en on the same ,ehi(le. 7e,eral )a(torsthat in)luen(e the )uel e(onomy o) a ,ehi(le in(lude the

engine (hara(teristi(s+ gear train (hara(teristi(s+ %eight and

aerodynami(s+ rolling resistan(e+ dri,ing (y(le and dri,er

habits.

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There has been a global initiati,e aimed at redu(ing the

)uel (onsumption globally )rom highs o) litres )or e,ery100 *m (orresponding to />.; mpg do%n to ; litres

(orresponding to '. mpg )or e,ery 100 *m in the ne6t ;0

years -:FE+ /012. An adoption o) similar )uel e(onomy

regulations by ma3or automobile mar*ets %hi(h di))ersigni)i(antly %ould ser,e to standardi5e the issue globally

-An+ et al.+ /0112. hile in(reasing )uel e))i(ien(y in

,ehi(les %ould in(rease e(onomi( (osts to the (ustomer+

the ultimate impro,ements on automobile %ould be o)(onsiderable e(onomi( bene)it to both the manu)a(turer

and (ustomer. The (ustomer %ould sa,e more on )uel

e6penses %hile the manu)a(turer %ould sa,e on potential

e6penses on penalties )or )ailing to (omply %ith theinternational )uel e))i(ien(y standards. The en,ironment

%ould be the greatest %inner in that the emissions o)

(arbon %ould be redu(ed (onsiderably.

. LAB"RAT"R@7M$LAT"!"F#REC@CLE7

A test rig %as utilised to test ,ehi(les in(luding a

transmission dynamometer lo(ated in the ad,an(edAutomoti,e Laboratory at the $ni,ersity o) udders)ield.

The parti(ular dynamometer used )or this study %as a

generator type dynamometer. The test rig is e?uipped %itht%o AAB 1/K% AC #ynamometers+ %ith a ; a6is robot

gear shi)t all (ontrolled by sierra CD Engineerings 1;

so)t%are.

n order )or the (orre(t load to be applied to the ,ehi(leas i) it %ere in the ,ehi(le the system runs in Road la%

%hi(h enables the dynamometers to (hange dependent on

aerodynami( and tyre )ri(tional )or(es that %ould be

e6perien(ed. The system is integrated %ith speed+ pressure+)uel and temperature transdu(ers to enable all aspe(ts o) the

po%er train to be measured a((urately. The engine utilised

in the testing is a /00' !issan Mi(ra ; (ylinder 1.;L1&,engine that is atta(hed to a standard ' speed manual

gearbo6. The engine and its dri,e train are instrumented

%ith ,arious sensors and the re?uired dri,e (y(les %ere

programmed using the Cadet 1; so)t%are.

F:$RE 1 4 TE7T R: EMDL"@E# F"R E!:!E TE7T!: F"R

TE C$RRE!T RE7EARC

A number o) di))erent logged and deri,ed parameters

%ere as(ertained in order to ,eri)y the )uel (onsumption at,arious engine loads. The ,arious primary parameters noted

)or this study %ere the throttle position+ de,eloped tor?ue+

engine head assembly+ (oolant and oil temperatures+ (ran*

angle+ sha)t position+ )uel emissions and engine speed. naddition+ a number o) other engine parameters %ere logged

su(h as the (ombustion pressure+ engine (omponent

a((eleration+ ,ibration le,els+ stress le,els o) (omponents+

inta*e and e6haust pressure+ ignition timing+ ,al,e li)t+engine *no(*ing et(. These parameters %ere manipulated in

order to de(ipher a )itting mathemati(al model )or ,arious

engine operating ranges. Moreo,er+ these parameters %ere

manipulated to )ind out the )uel (onsumption at ,ariousper)orman(e le,els o) the engine.

F:$RE / 4 7"FTARE $7E# F"R M"!T"R!: DARAMETER7

#$R!: TE7T!:

A. Air and Water Cooling

The e6(ess energy produ(ed by the engine %as remo,ed

using the (oolant as %ell as engine oil. 7in(e the engine%as stationary during testing+ air had to be pro,ided to

assist (ooling. For this purpose+ t%o Bo%man heat

e6(hangers+ %ith a (ontrolled %ater supply that is (ooled

,ia a '00* air blast (ooler %ere utili5ed using apneumati(ally (ontrolled three %ay ,al,e using a D# loop.

B. Fuel Flow

Fuel )lo% tends to ,ary transiently as the engine testing

pro(eeds. Fuel )lo% %as measured along %ith )uel

temperature and pressure through a D# loop reporting tothe 1; so)t%are. The system=s maintained a((ura(y

remained 0.GH.

C. Speed Measurement

7peed is typi(ally measured using a ,ariable relu(tan(e

sensor that operates on indu(ti,e prin(iples. :ear teeth are

employed to register speed on an indu(tion type probe. For)urther pro(essing+ the time domain is (on,erted into the

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)re?uen(y domain %hi(h is then in turn (on,erted to

angular ,elo(ity. t is (ommon to use gears %ith si6ty teethto per)orm measurements sin(e this allo%s e?uating the

measured )re?uen(y to the angular ,elo(ity.

Mathemati(ally -:itano4Briggs+ /00+ p. ;;2I

hereI

is the angular ,elo(ity in re,olutions per minute

is the number o) teeth read by the indu(tion probe

is the distan(e bet%een the same points on t%o

(onse(uti,e sinusoidal %a,es

F:$RE 4 T@DCAL :EAR T""T $7E# F"R E!:!E 7DEE#

MEA7$REME!T 7"$RCE# FR"M -:TA!"4BR::7+ /00+ D.;;2

D. Aeleration Measurement

A((eleration measurements are not (arried out dire(tly

on the dynamometer sin(e it %ould tend to (ompli(ate the

o,erall sensor inter)a(e by employing too many sensors in

a limited spa(e. A more (on,enient approa(h %ould be touse deri,ed measurements su(h as speed to (al(ulate the

a((eleration as re?uired. The a((eleration is obtained using

the mathemati(al relationship )or speed as )ollo%sI

hereI is the amount o) time )or %hi(h the

a((eleration re?uires (omputation

!. "#rottle $osition Measurement

The throttle position is (hanged in order to ,ary engine

speed and needs to be monitored (ontinuously duringtesting. A ,ariable resistor is used in order to sense the

throttle position. The potentiometer is mounted on the

throttle itsel) at one end o) the throttle sha)t (ontrolled by

the throttle (able. A simple ' #C po%er supply is used toper)orm these measurements that respond to (hanges in

resistan(e at the potentiometer as the throttle (able (hanges

the throttle position. The )inal output parameter is the

throttle position signal -TD72 that dire(tly measures thethrottle position as a distin(t ,oltage le,el %hen the throttle

(hanges its state. A throttle and throttle sensor arrangement

is sho%n belo%I

F:$RE ; 4 TR"TTLE A!# TR"TTLE 7E!7"R D"7T"!!:

7"$RCE# FR"M -:TA!"4BR::7+ /00+ D.;&2

F. "or%ue Measurement

Tor?ue measurements %ere (arried out by installingtor?ue )langes (oupled to the motor and the output sha)t o)

the gearbo6. Tabulation o) the rolling radius o) the tyre

allo%s the 1; so)t%are to (al(ulate the tor?ue beingdeli,ered by the engine.

&. "emperature Measurement

Temperature measurements %ere (arried out using a t%opronged approa(h. Temperature o) oil+ %ater and inta*e air

%ere measured utili5ing DRT sensors sin(e they a))ord

greater a((ura(y and resolution at lo% temperatures. n

(ontrast+ e6haust gas temperatures %ere tabulated using K4type thermo(ouples sin(e they pro,ide a((urate readings up

to 1/'0oC. All temperature readings %ere integrated

through the 1; inter)a(e.

H. Data A%uisition

The signals produ(ed by most sensors are analogue andre?uire digital (on,ersion be)ore they (an be pro(essed.

The sampling rate o) the sensors is also o) prime

importan(e. 7ampling rate %as *ept at '0 5 per (hannel

and the sampling %as di,erted to 1; )or pro(essing intoC7 )ormat so that data (ould be e6tra(ted and analysed

any%here by a spreadsheet pro(essor.

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. #REC@CLE

:as emission )rom ,ehi(les is a big (ontributor to theo,erall (on(entration o) greenhouse gases in the

atmosphere and espe(ially (arbon dio6ide. :reen house gas

emissions are responsible )or both global %arming and the

resulting (limate (hange patterns. :lobal %arming isin(reasing the global temperatures in(rementally annually.

Moreo,er+ (limate based disturban(es su(h as )loods+droughts et(. are threatening the sur,i,al o) entire

(ommunities. ehi(le e6hausts are one o) the ma3or(ontributors o) greenhouse gases globally. As a response to

this threat to the en,ironment+ ma3or ,ehi(le mar*ets are

introdu(ing standards to ensure )uel e(onomy in their

(ountries %ith the main aim o) redu(ing the emission o)greenhouse gases )rom ,ehi(les. A number o) di))erent

measures su(h as the introdu(tion o) hybrid ,ehi(les and

engines %ith lo%er emissions ha,e been initiated to redu(e

the s(ale and (ontribution o) ,ehi(le e6haust. Fuele(onomy %hi(h is measured by the amount o) )uel

(onsumed per unit distan(e by an automoti,e is en)or(ed

by the use o) dri,e (y(les. Fa(tors that %ould result indi))ering obser,ations in the same ,ehi(le are noted and the,ehi(le is tested in di))erent en,ironments su(h as on a

high%ay+ an urban region or a (ombination o) both. 7e,eral

)a(tors that in)luen(e the )uel e(onomy o) a ,ehi(le in(lude

the engine (hara(teristi(s+ gear train (hara(teristi(s+ %eightand aerodynami(s+ rolling resistan(e+ dri,ing (y(le and

dri,er habits -:FE+ /012.

. EJDERME!TAL7M$LAT"!"F#REC@CLE7

A test rig %as utilised to test ,ehi(les %hi(h is lo(ated inthe ad,an(ed Automoti,e Laboratory at $ni,ersity o)

udders)ield. The test rig is e?uipped %ith t%o AAB

1/K% AC #ynamometers+ %ith a ; a6is robot gear shi)t

all (ontrolled by sierra CD Engineerings 1; so)t%are. Athorough (omparison o) ,arious dynamometers %as (arried

out in order to as(ertain the optimal dynamometer )or the

(urrent resear(h. As a (onse?uen(e o) this in,estigation+ a

generator type dynamometer %as )ound to be the bestpossible resear(h tool.

n order )or the (orre(t load to be applied to the engine

as i) it %ere in the ,ehi(le+ the system runs in Road la%

%hi(h enables the dynamometers to (hange depending onthe aerodynami( load and tyre )ri(tional )or(es that %ould

be e6perien(ed. The system is integrated %ith speed+

pressure+ )uel and temperature transdu(ers to enable all

aspe(ts o) the po%er train to be measured a((urately. Theengine utilised in the testing is a /00' !issan Mi(ra ;

(ylinder 1.;L1&, engine that is atta(hed to a standard '

speed manual gearbo6. The engine and its dri,etrain is

instrumented %ith ,arious sensors and the re?uired dri,e(y(les %ere programmed using the Cadet 1; so)t%are.

The sensors integrated %ith the testing e?uipment in(luded

pressure+ temperature+ ,elo(ity+ a((eleration et(. so that

reliable data (ould be e6tra(ted )or analysis.

. ADDLCAT"!"FTE!EE$R"DEA!#REC@CLE

A. 'ew !uropean Drive Cyle

The !E#C (onsists o) )our di))erentiated (y(les o)urban dri,ing and one (y(le o) e6tra urban dri,ing. The

(entral (ontention is to emulate the dri,e (y(le %hi(h

represents di))erent modes o) dri,ing in European (ities.

The urban dri,ing (y(le is (omposed o) (onse(uti,ea((elerations+ steady speed pat(hes+ de(elerations as %ell as

idling pat(hes. The o,erall (ombination o) these pat(hes

allo%s a repli(ation o) the o,erall dri,e (y(le using an

in(remental approa(h. n (ontrast+ the e6tra urban dri,ing(y(le is (omposed o) steady speed testing bet%een G'

*mhr and 1/0 *mhr as sho%n in Figure ;-a2 belo%.

(a)

(b)

F:$RE ' 4 TE !E E$R"DEA! #RE C@CLE -A2 A7 #EF!E#

FR"M -BERR@+ /00G+ D. 1/2+ -B2 A7 7M$LATE#

EJDERME!TALL@

B. !(perimental simulation of 'ew !uropean Drive

Cyle

The entire !E#C %as simulated in laboratory (onditions

in order to e6tra(t ?uanti)iable results )or predi(tion o) )uel

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(onsumption. A generator type dynamometer %as utili5ed

in order to test the engine to e6tra(t data )or analysis. Theresulting ,ehi(le speed time history is plotted in Figure

'-a2+ and (ompared to the de)ined dri,e (y(le that is sho%n

in Figure ;-a2. More details about the )irst urban dri,ing

(y(le+ i.e. appro6imately the )irst /00 s in the !E#C+ arepro,ided in Figures '-a24-d2 sho%ing time histories o) o)

dri,e4(y(le parameters that are the most in)luen(ing on )uel

(onsumption+ i.e. ,ehi(le speed+ a((eleration+ and throttle

position+ together %ith )uel (onsumption -or morepre(isely+ the )uel mass )lo% rate in gs2. The ,arious

dri,ing modes %ere utili5ed in order to tabulate the )uel

(onsumption )or the o,erall dri,ing (y(les tested. The

a,erage )uel mass )lo% rate during this (y(le is 0.; gs.The )uel density is 00 gl thus+ the (onsumption is .'

l100 *m. The (onsumption in the )urther three urban

(y(les and the last e6tra4urban (y(les are .+ ./+ ./ and

'.' l 100 *m+ respe(ti,ely. The a,erage (onsumption inthe entire !E#C is &.' l 100 *m.

(a)

(b)

(c)

(d)

F:$RE & 4 TME 7T"R@ "F TE #RE4C@CLE DARAMETER7#$R!: A! $RBA! #RE C@CLE "F TE !E#C+ -A2 ECLE

7DEE#+ -B2 ACCELERAT"!+ -C2 TR"TTLE D"7T"!+ -#2 F$EL

C"!7$MDT"!

. MATEMATCALM"#ELF"RDRE#CT"!"FF$EL

C"!7$MDT"!#$R!:#REC@CLE7

The )uel e(onomy o) ,ehi(les (an be e,aluated ,ia

measuring the )uel (onsumption during dri,e (y(les. The

!e% European #ri,e Cy(le -!E#C2 -Berry+ /00G2 %assimulated e6perimentally and those results are used here to

de,elop an empiri(al relationship. For the purposes o)

mathemati(al modelling the !E#C (lassi)i(ations o) urban

dri,ing and e6tra urban dri,ing %ere de(omposed intosmaller more ?uanti)iable dri,ing phases as )ollo%sI

4 (onstant speed

4 a((eleration

4 de(eleration due to gradient %ith throttle4 de(eleration %ithout throttle

4 gear (hanges.

These phases may be used to (onstru(t any random

dri,ing (y(le that emulates the di))erent *inds o) dri,ing(onditions and dri,ing beha,iour e6perien(ed on both

urban and e6tra urban roads. The )uel (onsumption o) any

,ehi(le dri,en in these phases depends on se,eral di))erent

parameters that are used to des(ribe the dri,ing (y(le. An

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e6amination o) multiple )a(tors %as (arried out to (lassi)y

%hi(h )a(tors made the greatest (ontributions to )uel(onsumption. ithin the e6amined parameters+ the

)ollo%ing parameters %ere obser,ed to e6ert a large

in)luen(eI

4 ,ehi(le speed -,24 a((eleration -a2

4 throttle position -p2

4 gear -:2.

These parameters ha,e been used e6tensi,ely throughoutthe analysis presented belo% to propose a mathemati(al

model that (an predi(t )uel (onsumption -(2 in a ,ariety o)

di))erent dri,ing (onditions.

The least s?uares method is used to )it )un(tions one6perimentally obtained data. #i))erent )ormulae are

de,eloped )or the )i,e dri,ing phases listed abo,e.

Re)eren(e ,alues o) ea(h re(orded parameter ,elo(ity+

a((eleration+ throttle position and )uel (onsumption -,0+ a0+p0+ and (02 %ere determined be)orehand and these %ere

then used )or relating to the o,erall relationship. This

allo%ed the (reation o) mathemati(al relationships that

(ould be used independently in a number o) situations no

matter %hat units %ere used to e6press these parameters.

A. Constant speed

hen a passenger (ar mo,es %ith a (onstant speed+ the

a((eleration is 5ero+ and the throttle position is (onstant+

although this (onstant depends on the ,ehi(le speed. The)uel (onsumption in this (ase is a ?uadrati( )un(tion o) the

,ehi(le speed. Thus+ it (an be assumed in the )ollo%ing

)ormI/

0

1/

0

1110

0

++=

v

v)

v

v))

-12

Figure & sho%s measured data in (onstant speed phasestogether %ith the ?uadrati( (ur,e that is )itted on those data

using the (onstants obtained a)ter applying least s?uares

)ittingI*10 0.0&

*11 0.&'/

*1/ /.>1.

0 20 40 60 80 100 120 1400

0.5

1

1.5

2

2.5

3

3.5

4

4.5Constant speed

Vehicle speed (km/h)

Fuelconsump

tion(kg/h)

measured

computed

F:$RE G 4 F$EL C"!7$MDT"! ! NC"!7TA!T 7DEE#O

DA7E7 ! TE !E E$R"DEA! #RE C@CLE

B. Aeleration

n the (ase o) a((eleration+ the )uel (onsumption isproportional to the parameter 1-a,2/. The )uel

(onsumption o) the ,ehi(le (an be assumed to beha,e in

the )ollo%ing )ormI

//

/

/

0

0

/1

0

)

v

v

a

a)

=

-/2

Figure G sho%s measured data in a((eleration phases

together %ith the (ur,e that is )itted on those data %ith the)ollo%ing (onstantsI

*/1 10.1G>

*// P0./>'.

0 0.005 0.01 0.015 0.02 0.025 0.03 0.035 0.04 0.0450.5

1

1.5

2

2.5

3

3.5

4

4.5

5Acceleration

Acceleration/Vehicle speed2(h/(s*km))

Fuelconsumption(kg/h)

measured

computed

F:$RE 4 F$EL C"!7$MDT"! ! NACCELERAT"!O DA7E7

! TE !E E$R"DEA! #RE C@CLE

C. Deeleration due to gradient wit# t#rottle

n the (ase o) de(reased throttle opening+ the )uel

(onsumption is proportional to the produ(t o) throttleposition and ,ehi(le speed ,p. This indi(ates that the

relationship %ould be linear in nature and (an be e6pressed

in the )orm o) a simple linear e?uation. Thus+ the

relationship bet%een throttle opening and )uel (onsumption)or de(eleration (an be assumed to be o) the )ollo%ing

)ormI

00

10

0pv

vp))

+=

-2

Fig. sho%s measured data in de(eleration due togradient %ith throttle phases together %ith the (ur,e that is)itted on those data. The (orresponding (onstants are

(omputed as )ollo%sI

*0 0.;&G'

*1 1;.;&1.

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0 200 400 600 800 1000 1200 1400 1600 1800 20000

0.5

1

1.5

2

2.5

3Deceleration/gradient with throttle

Throttle position*speed (%*(km/h))


measured

computed

F:$RE > 4 F$EL C"!7$MDT"! ! N#ECELERAT"! #$E T"

:RA#E!T T TR"TTLEO DA7E7 ! TE !E E$R"DEA!

#RE C@CLE

D. Deeleration wit#out t#rottle

The ,ehi(le may slo% do%n %hile it is still in gear+ but

the dri,er released the throttle pedal. n this (ase+ the )uel isnot in3e(ted+ thus+ the )uel (onsumption drops to 5ero.

Finally+ the ,ehi(le may slo% do%n %hile the gear is in

neutral. n this (ase+ the )uel (onsumption is appro6imately

the same as during idling+ %hi(h is a spe(ial (ase o) the(onstant speed phase+ i.e. %hen the speed is 5ero.

!. &ear #ange

#uring gear (hange+ the (onsumption may ,ary

(onsiderably+ but this ,ariation o((urs during ?uite short

time inter,als -14 s2. There)ore+ during this phase the

(onsumption is appro6imated by a linear relationship %ith

,ehi(le speed in the )ollo%ing )ormI

0

;1;0

0v

v))

+=

-;2

Figure > sho%s measured data in gear (hange phases

together %ith the (ur,e that is )itted on those data. The

(orresponding (onstants are as )ollo%sI*;0 0.;'0

*;1 1.;;>;.

10 20 30 40 50 60 700.4

0.6

0.8

1

1.2

1.4

1.6

1.8

2Gear change

Vehicle speed (km/h)


measured

computed

F:$RE 10 4 F$EL C"!7$MDT"! ! N:EAR CA!:EO DA7E7

! TE !E E$R"DEA! #RE C@CLE

F. Funtional representation of t#e omplete drive

yle

The )un(tional relationships proposed in this se(tion (anbe applied )or an arbitrary dri,e (y(le. The dri,e (y(le is

di,ided into short phases+ lasting 4' s ea(h+ and the

(onsumption in ea(h o) those short phases is determined by

the (orresponding )ormula. Then+ the total (onsumptionduring the %hole (y(le (an be (al(ulated. The appli(ation

o) the obtained relationships to the !E#C pro,ides a )uel

(onsumption o) 1/.1' l100*m. The (onsumption during

the same (y(le %as measured 11.' l100*m in laboratory.Thus+ the error in the predi(tion using the proposed )ormula

is '.;H.

F:$RE 11 4 F$EL C"!7$MDT"! ! C"!7TA!T 7DEE# DA7E7#$R!: TE7T 1 A!# TE7T /+ A!# T7 DRE#CT"! B@ TE

MATEMATCAL RELAT"!7D

n simple terms+ the algorithm deri,ed )or )uel

(onsumption (al(ulations based on se,eral (onstraints and

di))ering situations (an be e6pressed as belo%I4 The program )irst e6amines i) the gear (hanges

)rom the )irst till last sample in a gi,en short phase+ and i)

so+ then e?uation -;2 is used to determine (onsumption in

that phase.

7


8/9

4 ) the gear does not (hange -or it is (hanged )rom

neutral2+ then ,elo(ity ,ariation is in,estigated. ) it is

smaller than a pres(ribed limit - / *mh2+ then e?uation-12 is applied to determine (onsumption.

4 ) the ,elo(ity ,ariation is greater than the

pres(ribed limit+ then it is e6amined %hether the

a((eleration is positi,e or negati,e. ) it is positi,e+ then

e?uation -/2 is used to determine (onsumption.

4 ) the a((eleration is negati,e and the gear is inneutral+ then e?uation -12 is used to determine

(onsumption.

4 ) the a((eleration is negati,e+ the gear is not inneutral+ and throttle is not applied -or+ throttle position is

lo%er than a pres(ribed limit2+ then the (onsumption is

5ero.

4 ) the a((eleration is negati,e+ the gear is not inneutral+ but throttle is applied -or+ throttle position is

greater than the pres(ribed limit2+ then the (onsumption is

determined by e?uation -2.

0 50 100 150 200 250 300 350 400 450-1

-0.5

0

0.5

1

1.5

2

2.5

3

Time (s)

Fuelconsumption(g/s)

measured

computed

F:$RE 1/ 4 MEA7$RE# A!# C"MD$TE# F$EL

C"!7$MDT"!7 #$R!: FFT 7$B4C@CLE "F !E#CT"$T !"7E

. C"!CL$7"!

The (urrent paper has loo*ed into the deri,ation o) a

mathemati(al model )or the (al(ulation o) )uel (onsumption

%hen applied to the !E#C. Results indi(ate that both

laboratory testing pro,ided reliable ,alidation %ith themathemati(al model proposed abo,e. The spe(ulated

di))eren(e bet%een laboratory test results and tabulations o)

the proposed mathemati(al model remain around 'H. This

indi(ates good reliability and ,alidity on the part o) the

mathemati(al model. The de(omposition o) the largerdri,ing (y(les into short dri,ing phases pro,ides that this

method (an be used to analyse any dri,ing (y(le. n the

)uture+ the appli(ation o) this mathemati(al model to otherdri,e (y(les %ould also be in,estigated to determine its

appli(ability.

8


9/9

*eferenes

Q1 Andre+ M. 8 Rapone+ M.+ /00>. Analysis and modelling o) thepollutant emissions )rom European (ars regarding the dri,ing(hara(teristi(s and test (y(les. Atmospheri( En,ironment+ olume

;+ pp. >&4>>'.

Q/ An+ F.+ Robert+ E. 8 Lu(ia+ :.+ /011. :lobal ",er,ie% on FuelE))i(ien(y and Motor ehi(le Emission 7tandardsI Doli(y "ptions

and Derspe(ti,es )or nternational Cooperation+ !e% @or*I $nited

!ations #epartment o) E(onomi( and 7o(ial A))airs.

Q An+ F.+ Robert+ E. 8 Lu(ia+ :.4.+ /011. :lobal ",er,ie% on FuelE))i(ien(y and Motor ehi(le Emission 7tandardsI Doli(y "ptionsand Derspe(ti,es )or nternational Cooperation+ !e% @or*I $nited

!ations #epartment o) E(onomi( and 7o(ial A))airs.

Q; Berry+ . M.+ /00G. The E))e(ts o) #ri,ing 7tyle and ehi(leDer)orman(e on the Real4orld Fuel Consumption o) $.7. Light

#uty ehi(les+ s.l.I s.n.

Q' #EFRA+ /01. Re,ie% o) Test Dro(edures EM7te(0/0/G ssue .Q"nline

A,ailable atI httpIu*4air.de)ra.go,.u*reports(at1'0;01G1/;SAppendi6/ssuetoDhase

/report.pd)

QA((essed > + pp. G1>4G0.

Q :FE+ /01. Auto Fuel E(onomy. Q"nlineA,ailable atI

httpI%%%.unep.orgtransportg)eiautotoolunderstandingStheSprob

lemAboutSFuelSE(onomy.asp

QA((essed 1> 7eptember /01.

Q> :FE+ /01. Auto Fuel E(onomy. Q"nlineA,ailable atI

httpI%%%.unep.orgtransportg)eiautotoolunderstandingStheSprob

lemAboutSFuelSE(onomy.asp

QA((essed / August /01.

Q10 :ia*oumis+ E. :. 8 Lioutas+ 7. C.+ /010. #iesel4engined ,ehi(lenitri( o6ide and soot emissions during the European light4duty

dri,ing (y(le using a transient mapping approa(h. TransportationResear(h Dart #+ olume 1'+ p. 1;P1;.

Q11 :itano4Briggs+ .+ /00. #ynamometry and Testing o) nternalCombustion Engines. s.l.+ $ni,ersity o) 7(ien(e Malayasia+ pp. 14>.

Q1/ arrabin+ R.+ /01. Ar(ti( "(ean Na(idi)ying rapidlyO. Q"nlineA,ailable atI httpI%%%.bb(.(o.u*ne%ss(ien(e4en,ironment4

//;0;1

QA((essed 1> 7eptember /01.

Q1 7amimi+ A. 8 9arinabadi+ 7.+ /011. Redu(tion o) :reenhouse :asesEmission and E))e(t on En,ironment. Australian >. Reasoningabout naming systems. .

Q1& #ing+ . and Mar(hionini+ :. 1>>G A 7tudy on ideo Bro%sing7trategies. Te(hni(al Report. $ni,ersity o) Maryland at College

Dar*.

Q1G FrUhli(h+ B. and Dlate+ 7annella+ M. >; Constraint 7atis)a(tion and #ebugging )or

ntera(ti,e $ser nter)a(es. #o(toral Thesis. $M "rder !umberI$M "rder !o. :AJ>'40>>.+ $ni,ersity o) ashington.

Q/0 Forman+ :. /00. An e6tensi,e empiri(al study o) )eature sele(tionmetri(s )or te6t (lassi)i(ation. 410'.

Q/1 Bro%n+ L. #.+ ua+ .+ and :ao+ C. /00. A %idget )rame%or* )oraugmented intera(tion in 7CADE.

Q// @.T. @u+ M.F. Lau+ VA (omparison o) MC#C+ M$MC$T andse,eral other (o,erage (riteria )or logi(al de(isionsV+

Documents

Fuel Consumption Tabulation in Laboratory Conditions