Energy consumption of a last generation full hybrid vehicle compared with a conventional vehicle in real drive conditions

Orecchini, Fabio; Santiangeli, Adriano; Zuccari, F.; Ortenzi, Fernando; Genovese, Antonino; Spazzafumo, Giuseppe; Nardone, L.

doi:10.1016/j.egypro.2018.08.080

Cited by 29 publications

(24 citation statements)

References 6 publications

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“…Lower consumption occurred in urban with high traffic density sections (0.47 MJ/km) and remained substantially unchanged for urban with low traffic intensity sections (0.52 MJ/km, +8.5%) and extra-urban sections (0.46 MJ/km, −2.1%), and increased significantly in the highway sections (0.71 MJ/km, +50%). Consumption of the two Full HEV vehicles (Prius and Yaris) showed completely similar trends; the lower consumption of the Prius was due to the greater efficiency thanks to the higher braking energy recovery capacity of the Prius [9]. urban with high traffic density sections (1.13 MJ/km Prius and 1.63 MJ/km Yaris); these consumptions decreased passing to urban with low traffic density sections (1.08 MJ/km, −4%, Prius and 1.49 MJ/km, −9%, Yaris) and presented a minimum in the extra-urban stretches (1.02 MJ/km, −10%, Prius and 1.38 MJ/km, −15%, Yaris) thanks to the greater contribution of regenerative braking which increased the efficiency of the hybrid traction system.…”

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confidence: 87%

“…The WTW analysis is based on the scheme of Figure 1. The vehicle consumption is measured in real drive conditions [8,9]. According to the consumption of the energy vector used, the consumption of non-renewable primary energy consumption (TTW NRPEC) and GHG emission (TTW GHG) are calculated.…”

Section: Well-to-wheel (Wtw) Analysismentioning

confidence: 99%

“…The Toyota Yaris hybrid has a level of electrification higher than the Toyota Prius. Nevertheless, the experimental analysis on the behavior of vehicles in real drive conditions, with particular regard to the ZEV mode operation of the two vehicles [9], has shown the Prius operates in ZEV much more frequently than the Yaris. Two test paths have been designed and used for the experimental activity: Urban and extra-urban/highway.…”

Section: Tank-to-wheel (Ttw) Analysismentioning

confidence: 99%

“…Urban with high traffic density;  Urban with low traffic density;  Extra-urban;  Highway. The extra-urban/highway test path is shown in Figure 5 [9]. The test paths have been assembled considering the average per capita daily travel in Italy, as reported by the ISFORT mobility report [14].…”

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confidence: 99%

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Real Drive Well-to-Wheel Energy Analysis of Conventional and Electrified Car Powertrains

2020

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Reducing fuel consumption and global emissions in the automotive sector has been a main focus of vehicle technology development for long time. The most effective goal to achieve the overall sustainability objectives is to reduce the need for non-renewable and fossil resources. Five vehicles, two conventional ICE, two hybrid-electric, and one pure electric powertrain, are considered. Non-renewable primary energy consumption and CO2 emissions are calculated for each powertrain considered. All data—including calculated values—are based on the experimental measure of fuel consumption taken in real driving conditions. The data were recorded in an experimental campaign in Rome, Italy on urban, extra-urban streets, and highway on a total of 5400 km and 197 h of road acquisitions. The analysis shows significant reductions in non-renewable fossil fuel consumption and CO2 emissions of hybrid-electric powertrains compared to conventional ones (petrol and diesel engines). Furthermore, a supplementary and very interesting comparison analysis was made between the values of energy consumptions measured during the tests in real driving conditions and the values deriving from the NEDC and WLTP homologation cycles.

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confidence: 87%

Section: Well-to-wheel (Wtw) Analysismentioning

confidence: 99%

Section: Tank-to-wheel (Ttw) Analysismentioning

confidence: 99%

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confidence: 99%

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Real Drive Well-to-Wheel Energy Analysis of Conventional and Electrified Car Powertrains

2020

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“…The hybrid engine includes both an internal combustion engine and an electric engine, so by using the hybrid engine the aim is to have less fuel consumption, a lower release of pollutant gases and CO 2 gas, smaller maintenance costs, higher acceleration and higher performance [2,[5][6][7]. Because of the advantages of the hybrid engine, these, the hybrid engine is better than another vehicle engines (the petrol engine, the diesel engine etc.…”

Section: Introductionmentioning

confidence: 99%

The effects of exhaust emissions of using hybrid engine in vehicles

Biçer

Kaya

2018

Journal of Mechanical and Energy Engineering

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At the beginning of the work on the effects of global warming and climate change in the international area, there are efforts to reduce exhaust emissions. Because fossil fuel is depleting and exhaust emission gases emitted to the atmosphere are rising rapidly, energy efficiency is on the agenda in transportation. Therefore, automotive developers and scientists have undertaken new research in the automotive sector. Hybrid electric vehicle technology is one of the important studies that these researchers continue. In the hybrid electric vehicle technology, the hybrid engine is aimed to give the best results in terms of exhaust emission, fuel consumption and maintenance costs compared to other internal combustion engines, and at the same time the hybrid engine is aimed to perform better than other internal combustion engines. General information about the hybrid electric vehicle technology as one of the new and alternative technologies in these study is provided. In addition, information was given about exhaust emission, emission standards and fuel consumption. Comparisons were made between the hybrid engine and other internal combustion engines.

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Non-carbon greenhouse gas emissions for hybrid electric vehicles: three-way catalyst nitrous oxide and ammonia trade-off

Brinklow

Herreros

Rezaei

et al. 2023

Int. J. Environ. Sci. Technol.

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Transport sector decarbonisation is leading to increased demand for electrified powertrains including hybrid vehicles. The presence of an internal combustion engine and electric motor offer multiple performance and efficiency advantages. However, changes in the conditions that catalytic aftertreatment systems are subjected to can present challenges in meeting forthcoming emissions standards. This work investigated the three-way catalyst performance to abate regulated and unregulated emissions from a gasoline direct injection engine working under conditions related to hybrid vehicle operation. The focus on unregulated emissions of NH3 and N2O is of interest due to limited literature on their formation in conventional, and particularly hybrid, vehicle aftertreatment systems. Furthermore, the likelihood of their regulation when the EURO 7 emissions standards are introduced increases the pertinence of this work. For this particular engine and aftertreatment setup, it was found that starting the engine whilst the three-way catalyst temperature was below 150 ℃ led to an increase in tailpipe regulated emissions and N2O. Whilst, starting the engine when three-way catalyst temperatures were above 350 ℃ lead to tailpipe NH3 emissions. This was due to the selectivity of NO to form N2O at lower temperatures and NH3 at higher temperatures. For the case of the studied catalyst, a vehicle energy management strategy opting to start the engine with the three-way catalyst within a targeted temperature range allowed for a trade-off between regulated emissions, N2O and NH3. These findings are significant since it can be used to optimise hybrid vehicle control strategies minimising both regulated and unregulated emissions.

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Energy consumption of a last generation full hybrid vehicle compared with a conventional vehicle in real drive conditions

Cited by 29 publications

References 6 publications

Real Drive Well-to-Wheel Energy Analysis of Conventional and Electrified Car Powertrains

Real Drive Well-to-Wheel Energy Analysis of Conventional and Electrified Car Powertrains

The effects of exhaust emissions of using hybrid engine in vehicles

Non-carbon greenhouse gas emissions for hybrid electric vehicles: three-way catalyst nitrous oxide and ammonia trade-off

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