Tepe Ra NO TTA.Na ap 19 ‘rm Get Bt, (sameeren (© 18) Pepin Pras Li. DEVELOPMENT OF A DRIVING CYCLE FOR FUEL ECONOMY IN A DEVELOPING COUNTRY K. K. Gani, V, A. ZvoNow and HARBANS SINGH Indian Institute of Petroleum, Dehradun, India (Received 24 October 1980) Abstract—A driving cycle corresponding tothe diving conditions of a particular county is of decisive importance {or fuel economy evahation of vehicles and automobile engines. The driving pattern was studied in Delhi along four representative routes using & test car equipped with all the instruments required for recording modes of trafic ‘and measuring fuel consumption. An analysis ofthe field trils results has shown that relative time spent under diferent modes (cruising, acceleration, etc.) does not practically depend upon a route and rush-or-oon rush ‘condition Fuel consumption is a function of the average speed and trip length. A four-aode driving eycle hat been developed to simulate actual driving conditions with respect to fuel consumption. In comparison with driving cyeles of developed cote, the diving cycle bat sigan diferent average sped and eave Sine spt ‘under acceleration and deceleration. The eycle may be used a8 a standardized method to evaluate fuel efficiency of vehicles and automobile engines and effect of various gadgets on its improvement ‘The fuel consumption and emissions from a vehicle ‘depends upon the complicated sequences of the driving pattern followed by the vehicle during its operation in ‘the city or highway and no single measurement made in idling, cruising, acceleration or deacceleration mode can truly represent the fuel consumption and emission of the vehicle ‘There are different cycles in the world for fuel economy and emission studies. The details of some of the driving cycles are given in Appendix |. It is seen that all the driving cycles are for developed countries where the driving pattern is quite different than in India which thas a high percentage of slow moving trafic like hand ot animal pulled carts, cycles, etc. coupled with narrow crowded roads. These factors would affect the average speed, trip length, stops per trip length, rapid ac- celeration and deceleration which would have a direct bearing on the fuel consumption. Therefore, these exis ting cycles cannot be used in India or other developing countries. But unfortunately in India at present there is no generally accepted standardised fuel economy or emission test method or procedures. Due to the significance of this issue it is important that standardised fuel economy and mizsions test method and procedure based upon ound ‘engineering and scientific considerations be developed. ‘The present work was aimed to study the trafic pat- ‘ern in one of the metropolitan cities and to recommend a driving cycle sequence which would yield a meaningful vehicle fuel economy value which is representative of the Indian driving conditions and to develop a 4 mode driving cycle which could be easily used in the country out requiring advanced instruments. Delhi was selected for studying the trafic pattern as it is ne ofthe rg mewoplian es nd ashe rest concentration of all types of vehicles which i proximately 16% ofthe otal car population of India, The sity also represents both urban and suburban type of traffic and is typical of the majority of the Indian cities. SELECTION OF ROUTE AND VEICLE Four typical routes A to D were selected in Delhi/New Delhi area having high trafic density. The peak hour density and trip length is shown in Appendix 2. The routes represent typical usage of vehicles as below: Route A Business area Route B High concentration of slow moving traffic Route C Typical free way Route D Residential route. ‘The trials were conducted on an instrumented popular car of 100m? swept volume and which forms a major population of the vehicles in Delhi/New Delhi area and is not very different in size and weight from other cars used in India, Programme of study ‘The tests runs were scheduled for the peak hours of 9.00-10.00 a.m, and 5.00-6.00 p.m. which are the normal ‘opening and closing hours of offices, business est- ablishments, markets, etc. respectively. The non-rush trafic runs were accomplished by making a rin in the opposite direction, Further the total trafic was assumed 10 be equally distributed between rush hours viz. 8.00- 11.00 a.m. and 4.00-7.00 p.m. (total Shr), and non-rush hours (total 18 hr). ‘The trials were conducted on the same routes on different days also to average out any particular day effect. All the runs were made with the vehicle moving normally with the traffic and no overtaking was done during the studies. ‘The fuel consumption, trip length, trace of speed and change of speed with time (4s/4¢), and time spent in various speed blocks were recorded for each tral, ‘The engine fuel temperature under the bonnet after the fuel pump in all the trials was in the range of 29-40°C and it can be assumed from this, that the engine opera- tion was fairly at constant temperature throughout the field trials.2 K.K. Gaxom et al 1 pcceteration ‘ond deceleration cecorder Fig. 1, Electric circuit. Speed and acceleration, deceleration recording. Test equipment Two types of instruments were used for the eld study and were specially developed and adopted for this use at uP. Continuous recording of speed and change of speed with time ‘A commercial two pen strip chart recorder mounted on a special table inside the vehicle was used for recording the tap signals. The signal was obtained from a techo- generator by a belt-pulley system on the driving shaft, ‘The signal was directly preportional to vehicle speed and change of speed with time was obtained through a circuit shown schemetically in Fig. 2 and a typical trace of the signals in Fig. 3. Tho dside signal was instantaneous and there was no phase lag. Driving cycle analyser The instrument was specially developed at IP for recording the time spent in different cruising speed ranges while the vehicle is in motion. The signal for this was also taken from the techogenerator, which represents the speed of the vehicle and was calibrated in kph. A timing pulse generated every second was dis- tributed to one of the counters in the speed bank accord- ing to the signal received from the techo-generator. The driving cycle analyser was provided with 5 counters Ret. having the settings of 10-20, 20-30, 30-40, 40-65 and 65 and above. Each counter was provided with a zeroing facility to simplify analysis and calibration. The schematic unit is shown in Fig. 2. ‘The fuel consumption was measured using the Flui- dyne Model 1250 precision fuel flow meter, meeting the ‘SAE recommended practice J-1082, [RESULTS AND DISCUSSION The time spent in the different modes during rush and non-tush hours on the four typical routes is given in Table 1. The values shown in Table 1 are average of the runs made on each route duting peak hours on different days, It can be seen from Table 1 that the standard deviation for fuel consumption is varying between 0.44 and 3.98 units, which is expected in the field trials having ‘a number of uncontrolled factors. Further the difference between the rush and non-rush hours is very marginal due to the fact that routes having the maximum trafic density also have a high percentage of slow moving trafic, a typical of India and developing countries trafic pattern. This causes bunching of trafic behind a slow moving transport. This also causes high percentage of time spent in acceleration and deceleration Display Fig. 2 Circuit diagram. Driving cycle analyser.Development of a driving cycle for fuel economy in a developing country 3 === Speed (s) with gear na —— Change of speed (ff) Fig. 3. Typical trace of the signal recorded. modes while the vehicles are trying to pass the slow moving transport. ‘The results also show that the time spent in the cruis- ing mode is varying between 9.16-16.01% of the total time spent on the road for the particular trip which is lower than the values existing in the driving cycles of other developed countries (Annexure 1), This shows that the trafic conditions in our country are quite diferent and most of the time is spent in acceleration and deceleration modes. This is also reflected in poor fuel economy of 6.5-11.0 kml. in comparison to 14.3 obtained ‘under steady operating speed of 40lkph. The Table 1 also shows that the time spent in mild acceleration and deceleration is almost two times the time spent in rapid acceleration and’ deceleration. This also shows that the traffic in the city contains slow moving trafic which ‘controls the pace of the traffic. ‘The time spent during cruising in different speed ranges is shown in Table 2 and it is seen that the maximum time is spent in the speed range of 20-30 kph which is expected in Indian cities having slow moving nc, yoo malaiod crowded reeds aad ulanged [ESTIMATION OF A DRIVING CYCLE ‘The effect of trip length rush, non-rush conditions on the percentage time spent in different modes is shown in Fig. 4. From this figure, it is seen that the relative time spent in different modes of driving viz. acceleration, etc. for Dethi routes studies does not significantly depend ‘upon the trip length. This implies that fue! consumption is not a function of average speed alone (Williams, 1980). I can be seen from Fig. 5 also that average speed (Var) and trip length (L) both effect the fuel consumption (FC), From above conclusions it can be assumed that: FC = (va, L) and that FC is represented by an equation of second degree, ie. FC=A,+A, Vavt+A, Vav"+AsL+ Au? + As Vaol, where Ay, Ar, Az, Ay and As and As are constants and can be determined by the least equare method, ie. FC= > (FC.- FC) is minimum.K. K. Ganoin at al EEOC OOTTT GO HET 06° 9T"G EL*y GU*6T Y¥r6 96°22 B76 PETOT SLT GES ENTE OLE OTD TL*G TI" GZ wee Ol*2 wero Ge+¥E Opts To"eT PStOT US LED LENT ETT w¥'B 0670 OGTET TH"Z TET GEL OOTET OLE GErET PTE BL'7 BEE UPC LSE TISE GOL 9GTET SUP TOE B70 G9 GET BT"G 99°C ORTAT WOTY BUTTE BLTy BETH BER ONG OTT TSTET Gr's Lert BTC Zt¥T 9Ste OFreT Wore GHG GT THOT 64°F 69TOT OTE —GETET 90°9 OENTE fem tens —— 1 vere Uetet zety over ory crete or's TTT este T9"9t ors wet eve verst serv o6rct ‘sepou yaaloyip uy pads own aBmosazod pure GORE ery we sare sort PAPERS. “TL eu Gorze tere Uo 6 0¢ 00% BsH, ent wre ore OK Bere zeet WeH ‘ysur owe vere —uoH eT'te c9°9 ene yen Tere Esty “Bor eerez vote usrDevelopment ofa driving cycle for fuel economy in a developing country ‘Table 2 Percentage time spent in different speed ranges-cruising mode hoa 6 Rush 42.20 19.5 47 0.0 ry 8 Fon-rush 240 7 aa 0.0 3B 8 Rush 825 69 0.0 oo 48 8 Hon-rush 4.3 20 0.0 oo % 0 7 Ram G5 8 16 a2 30 6 6 6 Won-rush 16 1546 1206S 39 ™ > 7 Rush 186 4G 3343 76 0.0 & 8 Non-rish 165 355386 12 0.2 Routes ABS ondD ~Rush conditions ©, 4,8 Non cush conditions ©, 4, 0 WLM lle» Time spent (79 cruising Time spent (%) decteration Time spent (%) acceleration Trip tengtn, km Fig. 4. Effect of trip length, rush and non-rush conditions on percentage time spent in diferent modes.Trip Length 1s 40 soc 500 Roan Colculated hm site Foet consumption, 20 2 Averoge speed, fos 30 KK. Gant et al Trattic condition e 3% km/ne Fig. 5. Effect of average speed on fuel consumption. Solving the equations, thus formed by Gauss’ method of elimination, the values of coefficients are found for the test vehicle and the final equation is as follows: FC = 0.9036 Vsq~0.0143 V2, +2.21901, — 0.25471? - 8.9021 @ The caleulated values of fuel consumption FC are plotted in Fig. S along with the values of FC as obtained in the field for various values of trip length and average speed. It is seen to have good correlation and can be assumed with good confidence that Fo= Van) using eqn (2) and trip length of 4.03km arrived at from the fotal gasoline consumption and vehicle’ population the average speed of the cycle can be calculated as shown in Appendix 3. The average speed for the 4 mode cycle based upon trp length of 4.03 km and average fuel consumption of 8.74 km/l. For the test car (Table 1) using eqn (2) is 21.57kph and cruising speed of 37.95 kph (Appendix 3). The 4 mode cycle based upon these values is shown in Table 4. Proposed 4-mode driving cycle for simulation on chassis dynamometer If a single 4 mode driving cycle is made for the complete trip length, the acceleration and deceleration rates would be low in comparison wit that of the field conditions. The chassis dynamometer trials were conducted to study the effect of different acceleration and deceleration rates on fuel consumption, keeping the average speed, trip leagth and percentage time spent in different modes as calculated for the driving cycle. Further it can be seen from Fig. 6 that fuel consumption corresponding to the acceleration rate of 0.2 m/sec/sec gives a good cor- relation with the field conditions and the estimated 4- ‘mode driving cycle. The acceleration and deceleration rates also at this point are in agreement with the weight average of the feld data. This rate gives six 4-mode driving cycles for the complete trip length. The details of the six 4 mode cycle are given in Table 5 and graphically in Fig. 7. ‘The fuel eoneumption studies of the six 4-mode driv cycle on a typical test vehicle on the chassis dynamometer is given in Table I. It can be seen from the table, that a maximum variance of 0.67 units and stan- dard deviation of 0.82 units are obtained, thus giving @ very good repeatability. The difference observed wi different drivers is of a maximum value of 6.5% which can be expected as the drivers were not given any training on the simulation of the driving cycles om the chassis dynamometer. ‘CONCLUSIONS AND RECOMMENDATIONS () Relative time spent under different modes (cruis- ing, acceleration, etc.) for routes studied in Delhi does ‘not practically depend upon a route and rush-or-non rush conditions. @) The fuel consumption can be considered as a function of average speed and trip length and the ‘empirical equation.Development of a ériving cycle for fuel economy ina develoring country over tor weet amtony unrce = mck cgtz9z UnTIBZOTaDEG ove erez Tb watbo zetia Supeyaag oret sist BAST ag"zSOw'ey «Gee BTE GT"ETE tworaeusTesoY ° wor wot lk ek tO aur are aag9'o ont9t0 mer *< 6rezro eto 9n94%0 pray serra netoro rr wqrescpenes +p oavero exer ocgaro sae wee") e00u"o Or wyqesereoy +g TWeoro sto 69660) BUT TTT (uaK GL mIOAOGE 9 69 ertoro 6s09"0 wt s9-0¥ ‘5000 over'o ert or-0e eatoro vie"0 av Lsporo esreto ae ‘s2ourebot 9969 wai 9 Jo Yapoe waoyay ty WopMaNNNUOD Fam '¢ IRL,KK. Gavou et af, Btts~ ‘T6"6= vero ern 9 a OR. “b caves ee ee <8 cere reteset ve 08"9- 9LTI+ OHO otra 88 9 a an 7 96"°S+ 7 wn azo 98°6 st 2 OD *e wre ears -o a ern we wee Seed + CTS] -oithst] TE on aovavtien$ | wotetong | -ootag | -spandl whee |zo von | _<0arsa| __erormen | vs ‘woxdumsvoo ny wo snp waseyep Jo oye pow Aged: 949 Bula SPOS AE, rudy ov 30 prods 3 pTOTs ou3 uy sv omg vomLoTA ProsTNE guTuy wy Fuydoey £4 308 CT eyenOMTULD oy UO Poot PECL | *Z 34 oot sid peoT eTOTHOA oy auetwarube Toon uyaouy wasn podéyite Fy IOjOMONTULG ATOEOS | T TRUOESTPUOD 9EOT sero os zee oroot zee etn toyataereoeg ty ° ae Co aupereay “te cao oz a a ad o 6 ° vot wot ia eT ‘sUFTOr “tT gue} (rsoes)] (pe. 22, ‘exra | -pimosy pelas' Ge peeters | spuoaed on | gungo! Joh rt fue ineDevelopment of a driving cycle for fuel economy in a developing country km Ut. Feel condition, ° Or 02 08 Acceleration rate, ig. 6. Effect of acceleration rate on fuel consumption while simulating the driving cycle on ch C: Press cluten ond engage first gear ii Fst gear,cuven aivengogea 1 First gear 2 Second gear 3 Third gear 4 Forth gear or top gear os 08 06 oF 08 misec? ‘Time in see AB Idling 3 Bc ~ Acceleration 33 0 = Crutsing 15 DE = Decelerction “a 750 se Trip length: 4.02 km 26.6 km/hr (weenout Idling time) Grulsing speed: 38.0 km/h 380 km/hr Acie et er Time, e ee second Fig. 7. Six 4-mode driving cycle. FC =0,9036 vav -0.0143 va? +2.2191L 0.2547? - 8.09021 @ gives a good correlation with observed values for the fuel consumption of the test car. (6) Fucl consumption evaluation of Dethi-trafic con- dition can be represented by a six 4-mode driving cycle. (@ Further studies should be planned in other large cities with special emphasis on the effect of trip Tength and average speed on fuel consumption. SEEAENCES ‘Teague D. M. (1957) Los Angeles Trafic Pattem Survey, Paper 171, SAE Technical Progress Series Vol. 6. ‘Willams D. (1980) Foel consumption measurement und trends, OP 80/1 The Associated Octel Co. Lid. England.KKGe Nt eta Hode Crate) a. Téling ie2 18.0 26.7 2.7 9 30.8 1A ak 2. Acceleration 39.3 23.0 24.5 94.2 2,5 10 ae 3. Gratatog 27 398 2366 13.3 2.2 9%8 12.0 4, deceleration 36.9 2b 25.2 WB 18d 1688? 3 34,2 Bhd ww 36 190 HRD average spe0d Cherie aporon.) + originally developed for euission stenderde, ‘Appendix—2 (Source + Road Research Institute, New Delhi) Ronse (Prip' Length) * Delhi Gate to 9.00 aH to 10.00 wi 2388, 268 246 ass ane? Htern tats 383 TEER Hare ES 288 MSs 4656 om 3 Novelty Cinema 9.00 aX to 10.0 wi 1315 a0 2% in 4196 Be'Bhaten 280 mB esee al HR 3 wa zee StU Bridge(1.5 ka.) c South Bxtenaton 9.40 AK to W.00 a 188 wo 2 $0 2099 fe Dhatie Kim 3.00 MH to 6.00 PH Tad 28 3 o> | hi? 8.00") > Tiiak Negar to 9400 aN to 10.00 6 a9, ma 2a33 ioe veete Stoo Pi to “6roo ma Sa Eo m Be ES 3.00" fi) APPENDIX 3 Total time taken for travelling the trip length of 4.03km at the Tap length = 403 km average speed of $044 or 1.97 is Fel consumption = 874k. Substituting the valves in egn (0) £25 60 or 98 x60 = 4.7996 min oF 1.21 min FC =0.9036 Vg, ~ 0.0143 V3,+2.2190 L~ 0.2867 L? +0013 Vogl 8.9021 Neglecting the last value and on rearranging gives 0.0143 V3, ~0.9036+ 12.8361 =0 (- 09036 Vi(- 0.9036) - 40.0143)(128361)) 210.0145) Vou On solving Vqy #5044 of 257 kmiar, “iM Rt ‘This time is taken up by the acceleration, cruising and deceleration modes only in the percentage of 4775, 1168, 1907 respectively. ‘These percentages are based upon the time taken in all the 4 modes (including idling) shown in Table 3. Therefore, time taken in the 3 modes i: ‘Acceleration = 0.4725 x 4.7938 or 04725 x 11,2100 = 2.2651 oF 5.2967 (Cruising = 0.1368 x 4.7938 oF 0.1368 x 11.2100 = 0.6558. or 15335 minDevelopment of a driving cycle for fuel economy in a developing country u Deceleration = 0.3907 x 4.7938 or =0.3907 x 11.2100 = 1.79 v, Ye v, NOT NETD OF Pax RSL + Bex nssss4 Mex L979 onthe basis of a 4 mode cycle ‘where V; isthe cruising mode speed in KHP. v ¥ v ‘The cruising speed 37:95 km isin agreement with the fed Tap regi 403 Mesa savers Hen sss sHegnaane7 data and ius for estimation of the tomode driving ee