Excess Fuel Consumption Due to Selection of a Lower Than Optimal Gear—Case Study Based on Data Obtained in Real Traffic Conditions
Abstract
:1. Introduction
2. Materials and Methods
2.1. Data Collection
2.2. Fuel Consumption Model
3. Results and Discussion
4. Conclusions
- Relative Positive Acceleration and Positive Kinetic Energy are the metrics that can be used to distinguish between different types of motion;
- The highest RPA values were obtained for the test vehicle with an engine of higher performance;
- Experienced drivers only occasionally used a higher rotational speed of the engine. In this study, the mean rotational speed for each of the driving conditions was lower than 0.5 nmax. Moreover, in urban driving, the 90th percentile value for rotational speed was less than 0.4 nmax. In the case of rural and motorway driving, the 90th percentile values of the recorded rotational speeds didn’t exceed 0.6 nmax;
- The total percentage share of trip time with a lower than optimal gear selected amounted to from c.a. 3% for driving on motorways up to 28% for driving on rural roads. Regardless of the type of driving, in nearly 50% of the cases of driving with a lower than optimal gear selected, this corresponded to driving in 4th gear instead of 5th gear;
- Most of the time, driving in a lower than optimal gear concerned the acceleration mode. Reduction of fuel consumption by the selection of optimal gear is more likely to be achieved in deceleration and cruising modes. These conditions were more frequently recorded for the condition of urban and rural motions than for driving on motorways;
- The mean normalized fuel consumption reduction factor after selection of a higher gear amounted to from c.a. 2% up to 20%, depending on the selected gear and the types of motion. Elimination of the driving in 3rd gear instead of 4th, and in 4th instead of the 5th, has similar potential terms of reduction of fuel consumption;
- The potential for reduction of fuel consumption is not evenly distributed over the whole operational area of the engine. Potentially high values of the reduction factor within individual areas of engine operation covers mainly selected areas of low engine load—up to 0.3 Mmax;
- Cumulative reduction of fuel consumption, due to selection of the optimal gear, amounted to from c.a. 0.2% (for motorway driving) up to 3–6% (for urban and rural driving). For comparable motion dynamics, a bigger reduction of the fuel consumption was calculated for a vehicle having a surplus of the engine torque.
Author Contributions
Funding
Conflicts of Interest
References
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Parameter | Vehicle 1 | Vehicle 2 |
---|---|---|
Engine type | Spark ignition, indirect injection | Compression ignition, turbocharged, common rail |
Engine displacement | 1242 cm3 | 1248 cm3 |
Engine max power | 51 kW@5500 rpm | 70 kW@4000 rpm |
Engine max torque | 102 N·m@3000 rpm | 200 N·m@1500 rpm |
Gear ratios: | ||
1st gear | 3.909 | 4.273 |
2nd gear | 2.158 | 2.238 |
3rd gear | 1.480 | 1.444 |
4th gear | 1.121 | 1.029 |
5th gear | 0.897 | 0.767 |
Final drive ratio | 3.44 | 3.053 |
Curb weight | 865 kg | 1050 kg |
Dynamic wheel radius | 0.28 m | 0.28 m |
Coefficient of aerodynamic drag | 0.33 | 0.31 |
Vehicle frontal area | 1.9 m2 | 2.0 m2 |
Parameter | Vehicle 1 | Vehicle 2 |
---|---|---|
Indicated engine efficiency | 0.36 | 0.45 |
Fuel lower heating value | 42.4 MJ·kg−1 | 42.9 MJ·kg−1 |
Combined transmission efficiency: | ||
1st gear | 0.87 | |
2nd gear | 0.89 | |
3rd gear | 0.91 | |
4th gear | 0.92 | |
5th gear | 0.92 | |
Sum of inertia moments IS | 0.15 kg·m2 | 0.17 kg·m2 |
Sum of inertia moments Iw | 0.28 kg·m2 | |
Rolling resistance coefficient | 0.015 |
Mean Speed km·h−1 | Mean Deceleration m·s−2 | Mean Acceleration m·s−2 | RPA m·s−2 | PKE m·s−2 | |
---|---|---|---|---|---|
Vehicle 1 | |||||
Urban | 28 | −0.68 | 0.61 | 0.19 | 0.41 |
Rural | 50 | −0.51 | 0.44 | 0.14 | 0.32 |
Motorway | 91 | −0.34 | 0.26 | 0.09 | 0.19 |
Vehicle 2 | |||||
Urban | 24 | −0.68 | 0.59 | 0.21 | 0.46 |
Rural | 57 | −0.42 | 0.48 | 0.15 | 0.31 |
Motorway | 95 | −0.36 | 0.25 | 0.12 | 0.24 |
Mean n/nmax | 10th Percentile for n/nmax | 90th Percentile for n/nmax | Mean M/Mmax | 10th Percentile for M/Mmax | 90th Percentile for M/Mmax | |
---|---|---|---|---|---|---|
Vehicle 1 | ||||||
Urban | 0.25 | 0.18 | 0.32 | 0.37 | 0.04 | 0.76 |
Rural | 0.34 | 0.23 | 0.46 | 0.42 | 0.06 | 0.77 |
Motorway | 0.45 | 0.28 | 0.57 | 0.59 | 0.28 | 0.83 |
Vehicle 2 | ||||||
Urban | 0.27 | 0.2 | 0.34 | 0.26 | 0.03 | 0.57 |
Rural | 0.43 | 0.29 | 0.54 | 0.28 | 0.04 | 0.58 |
Motorway | 0.47 | 0.32 | 0.57 | 0.45 | 0.2 | 0.68 |
Vehicle 1 | Vehicle 2 | |||||
---|---|---|---|---|---|---|
Urban | Rural | Motorway | Urban | Rural | Motorway | |
Gear 2 | 3.7 | 1.6 | 0.6 | 4.7 | 4 | 0.4 |
Gear 3 | 7.7 | 11.3 | 0.8 | 10 | 9.9 | 1.2 |
Gear 4 | 11.2 | 15.7 | 1.9 | 11 | 13.5 | 1.4 |
Vehicle 1 | Vehicle 2 | |||||
Urban | Rural | Motorway | Urban | Rural | Motorway | |
Gear 2 → 3 | 14.9 | 12.9 | 14.3 | 16.3 | 20 | 13 |
Gear 3 → 4 | 10.5 | 10.4 | 9.2 | 12.5 | 18.3 | 9.5 |
Gear 4 → 5 | 8.2 | 7.5 | 2.6 | 10.7 | 16.1 | 1.8 |
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Adamski, W.; Brzozowski, K.; Nowakowski, J.; Praszkiewicz, T.; Knefel, T. Excess Fuel Consumption Due to Selection of a Lower Than Optimal Gear—Case Study Based on Data Obtained in Real Traffic Conditions. Energies 2021, 14, 7979. https://doi.org/10.3390/en14237979
Adamski W, Brzozowski K, Nowakowski J, Praszkiewicz T, Knefel T. Excess Fuel Consumption Due to Selection of a Lower Than Optimal Gear—Case Study Based on Data Obtained in Real Traffic Conditions. Energies. 2021; 14(23):7979. https://doi.org/10.3390/en14237979
Chicago/Turabian StyleAdamski, Wojciech, Krzysztof Brzozowski, Jacek Nowakowski, Tomasz Praszkiewicz, and Tomasz Knefel. 2021. "Excess Fuel Consumption Due to Selection of a Lower Than Optimal Gear—Case Study Based on Data Obtained in Real Traffic Conditions" Energies 14, no. 23: 7979. https://doi.org/10.3390/en14237979
APA StyleAdamski, W., Brzozowski, K., Nowakowski, J., Praszkiewicz, T., & Knefel, T. (2021). Excess Fuel Consumption Due to Selection of a Lower Than Optimal Gear—Case Study Based on Data Obtained in Real Traffic Conditions. Energies, 14(23), 7979. https://doi.org/10.3390/en14237979