Impact of Road Geometry on Vehicle Energy Consumption and CO2 Emissions: An Energy-Efficiency Rating Methodology

Ferreira, Hugo; Rodrigues, Carlos; Pinho, Carlos

doi:10.3390/en13010119

Cited by 20 publications

(14 citation statements)

References 47 publications

(94 reference statements)

Supporting

Mentioning

Contrasting

Order By: Relevance

“…The authors analyzed that the driving aggressiveness has a important factor of fuel consumption of a vehicle. The work [2] presents a methodology for classifying road traffic energy efficiency. The indicators defined discriminate the impact of the road vertical and horizontal alignments upon energy consumption, disclosing the improvement potential of the road as a function of the traffic origin-destination matrix.…”

Section: Vehicle Acceleration Profile and Average Driving Forcementioning

confidence: 99%

Evaluation of energy consumption in the acceleration process of a passenger car

Mamala¹,

Graba²,

Bieniek³

et al. 2021

Combustion Engines

View full text Add to dashboard Cite

The analysis of the vehicle acceleration process is a current topic based on the aspects related to the general characteristics of the car, its parameters, design, drive unit performance, and the influence of external factors. Therfore in the article, the authors assessed the dynamic and energy parameters of the car motion, in which the intensity of acceleration of the car with different intensities was examined. Acceleration was carried out in two variants, the first for a normal internal combustion engine and the second for the same engine but additionally equipped with a short-term boost system. In this way, it influences the increase in power and energy in the car drive system, changing its acceleration intensity. Variable car acceleration intensity was obtained in the range from 0.12 to 1.37 m/s2 , and energy consumption at the level of 0.4 to 1.2 MJ in the distance of 1/4 mile. The article proposes a combination of energy parameters and engine power in order to assess the acceleration dynamics, for this purpose, the specific energy consumption of the car was determined, ranging from 0.35 to 2.0 J/(kg∙m), which was related to the engine power, denoting it with the dynamics index. The study focuses on the assessment of the relationship between the specific energy consumption and acceleration of passenger cars in the available powertrain system using a new dynamics index. The proposed dynamics index combines the energy and dynamic parameters of the car to be able to objectively quantify the acceleration process.

show abstract

Section: Vehicle Acceleration Profile and Average Driving Forcementioning

confidence: 99%

Evaluation of energy consumption in the acceleration process of a passenger car

Mamala¹,

Graba²,

Bieniek³

et al. 2021

Combustion Engines

View full text Add to dashboard Cite

show abstract

“…gwp f (gwp cnu ) is the GWP per cubic meter for the fill (the cutting spread in a final deposit). (15) where gwp extrac is the GWP per cubic meter to extract the materials. gwp trans is the GWP to transport one cubic meter of materials over one kilometer.…”

Section: Assessment Of Ghg Emissions From the Volume Computationmentioning

confidence: 99%

“…Table 1 displays the main parameters. According to Equations (12) to (15), the influence of these parameters are linear on the cost construction. If this influence were important, Sloop solution could be totally different.…”

Section: On Construction Parametersmentioning

confidence: 99%

“…This modeling set-up only provides a rough approximation of reality, depending on the domain of validity inherent in the statistical model. In a recent work [15], the authors emphasize the necessity of an accurate model of vehicles to assess the effect of slopes on fuel consumption. An optimization of the road profile is proposed based only on fuel consumption with a profile finally difficult to build.…”

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Slope Optimization (or “Sloop”): Customized Optimization for Road Longitudinal Profile Eco-Design

Vandanjon

Vinot

2020

Energies

View full text Add to dashboard Cite

Current transportation systems contributed to one quarter to the Greenhouse Gases (GhG) emissions and the mobility demand increases continuously. The transportation infrastructure design has to be optimized to mitigate these emissions. The methodology “Sloop” (acronym for Slope Optimization) has recently been set up to optimize the longitudinal road profile with respect to a Global Warming Potential (GWP) criterion calculated for both the construction and operational phases while incorporating accurate vehicle models. This paper proposes a customized optimization strategy that significantly improves the Sloop methodology. From an initial longitudinal profile generated by road designers, our algorithm identifies the optimized profile in terms of GWP. This optimization step is complex due to the large number of degrees of freedom, along with various constraints to obtaining a feasible solution and the computational cost of the operational phase assessment. The most stringent constraint entails connecting the profile with the existing road (i.e., a constraint on the final profile altitude). We have developed a specific algorithm based on the Sequential Quadratic Programming (SQP) method; this algorithm takes into account the quasi-quadratic nature of the constraint on the final altitude. In a real case study, our algorithm outputs a profile whose GWP assessment saves 4% compared to the GWP assessment of the initial profile. The benefit of our specific protocol for treating the final altitude constraint is demonstrated in this example. By means of this new efficient and open-box algorithm, profile evolution at each iteration is analyzed to determine the most sensitive degrees of freedom, and the sensitivity of the optimization with respect to the main construction parameters and traffic assumptions are conducted. The results are consistent and stable.

show abstract

“…aerodynamic coefficients, frontal area [2,9,10], -Driving dynamics (acceleration, braking, coasting) [11][12][13][14], -regarding the running gear and suspension [15,16], -concerning the properties of oils, greases, or tires [2,17], -regarding comfort systems, air conditioning, power steering, telematics systems [18][19][20].…”

Section: Introductionmentioning

confidence: 99%

Analysis of the Total Unit Energy Consumption of a Car with a Hybrid Drive System in Real Operating Conditions

2021

View full text Add to dashboard Cite

The market demand for vehicles with reduced energy consumption, as well as increasingly stringent standards limiting CO2 emissions, are the focus of a large number of research works undertaken in the analysis of the energy consumption of cars in real operating conditions. Taking into account the growing share of hybrid drive units on the automotive market, the aim of the article is to analyse the total unit energy consumption of a car operating in real road conditions, equipped with an advanced hybrid drive system of the PHEV (plug-in hybrid electric vehicles) type. In this paper, special attention has been paid to the total unit energy consumption of a car resulting from the cooperation of the two independent power units, internal combustion and electric. The results obtained for the individual drive units were presented in the form of a new unit index of the car, which allows us to compare the consumption of energy obtained from fuel with the use of electricity supported from the car’s batteries, during journeys in real road conditions. The presented research results indicate a several-fold increase in the total unit energy consumption of a car powered by an internal combustion engine compared to an electric car. The values of the total unit energy consumption of the car in real road conditions for the internal combustion drive are within the range 1.25–2.95 (J/(kg · m)) in relation to the electric drive 0.27–1.1 (J/(kg · m)) in terms of instantaneous values. In terms of average values, the appropriate values for only the combustion engine are 1.54 (J/(kg · m)) and for the electric drive only are 0.45 (J/(kg · m)) which results in the internal combustion engine values being 3.4 times higher than the electric values. It is the combustion of fuel that causes the greatest increase in energy supplied from the drive unit to the car’s propulsion system in the TTW (tank to wheels) system. At the same time this component is responsible for energy losses and CO2 emissions to the environment. The results were analysed to identify the differences between the actual life cycle energy consumption of the hybrid powertrain and the WLTP (Worldwide Harmonized Light-Duty Test Procedure) homologation cycle.

show abstract

Impact of Road Geometry on Vehicle Energy Consumption and CO2 Emissions: An Energy-Efficiency Rating Methodology

Cited by 20 publications

References 47 publications

Evaluation of energy consumption in the acceleration process of a passenger car

Evaluation of energy consumption in the acceleration process of a passenger car

Slope Optimization (or “Sloop”): Customized Optimization for Road Longitudinal Profile Eco-Design

Analysis of the Total Unit Energy Consumption of a Car with a Hybrid Drive System in Real Operating Conditions

Contact Info

Product

Resources

About