The many reasons your mileage may vary: Toward a unifying typology of eco-driving behaviors

Abstract

The role of vehicle driver behavior has been ignored in prior energy and environmental policy making. Laboratory procedures that produce the fuel economy estimates posted on every new car sold in the US are designed to preclude the effects of differences between drivers. Yet, every vehicle states the caveat, ''Actual results will vary for many reasons, including driving conditions and how you drive and maintain your vehicle." Eco-driving as means of strategically taking advantage of this variability has been inconsistently defined in conceptual analyses and variously operationalized in empirical analyses. The present research clarifies, synthesizes, and expands on prior definitions of eco-driving to develop a comprehensive and precise definition and typology of eco-driving behaviors. The resultant typology includes six mutually exclusive classes of behavior: driving, cabin comfort, trip planning, load management, fueling, and maintenance. This typology establishes a basis for systematic research to determine energy and climate impacts and develop effective policies and interventions for different types of eco-driving.

Evaluation of driver's eco-driving skills based on fuzzy logic model: A realistic example of vehicle operation in real-world conditions

“…On the other hand, Beloufa et al [2], during the research on the simulator, took into consideration 6 eco-driving rules, including: changing gear before 2500 RPM, driving in the highest possible gear, maintaining a constant speed, traffi c anticipation, established deceleration principle,and switching off the engine in situations where it is expected for vehicle to idle more than 30 seconds. Sanguinetti et al [16] observe six classes of eco-driving rules: vehicle handling, cabin comfort, travel planning, cargo handling, fuel supplying, and vehicle maintenance. For the purposes of this paper, only the fi rst class, i.e.…”

“…In that sense, in this class, Sanguinetti et al [16] classify acceleration, the use of cruise control, deceleration, idling and the selection of the appropriate parking place -activities which should conduct before switching off the engine. Also Sanguinetti et al [16] emphasized that accelerator pedal should never be pressed more than half in order to avoid aggressive acceleration (acceleration which requires high and medium power) and that the standard deviation of accelerator pedal pressure should be measured (the smaller the standard deviation, the more energy effi cient the driving). In addition, it must be ensured that the engine speed never exceeds 3500 RPM, as well as that it is necessary to switch to a higher gear when the engine speed is between 2000 and 2500 RPM.…”

“…In addition, it must be ensured that the engine speed never exceeds 3500 RPM, as well as that it is necessary to switch to a higher gear when the engine speed is between 2000 and 2500 RPM. Regarding the engine speed Araujo et al [12] state that the driver should switch to a higher gear before the engine speed reaches 2500 RPM in the case of petrol vehicles, and before 2000 RPM in case of diesel powered vehicles.Also,it is necessary to maintain a constant speed at the highest possible gear because that is the most energy effi cient [16]. Like Beloufa et al [2] and Sanguinetti et al [16] emphasize it is necessary to maintain the distance to the vehicle ahead to use inertia and avoid unnecessary use of brakes.…”

“…Gilman et al [18] observed the following parameters during driver's behaviour assessment: percentage of time at certain speed intervals, percentage of time at certain engine speed intervals, speed oscillations (local maximum and minimum), percentage of time when speed and acceleration product is between 3-10 m 2 /s 3 ; percentage of time when acceleration is greater than 2.5 m/s 2 , relatively positive acceleration and average deceleration. Several authors [16], [2], [19] state it is necessary to turn off the engine if longer idling is expected. In that sense, Beloufaet al [2] defi ne the requirement for turning off the engine for idling longer than 30 seconds, Sanguinetti et al [16] defi ne the same requirement for idling longer than one minute, while Diaz-Ramirez et al [19]state that the engine should be turned off for more than 5 minutes of idling.…”

“…Several authors [16], [2], [19] state it is necessary to turn off the engine if longer idling is expected. In that sense, Beloufaet al [2] defi ne the requirement for turning off the engine for idling longer than 30 seconds, Sanguinetti et al [16] defi ne the same requirement for idling longer than one minute, while Diaz-Ramirez et al [19]state that the engine should be turned off for more than 5 minutes of idling. Diaz-Ramirez et al [19] observed also the following parameters: driving errors(e.g.…”