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2 Quantifying Fuel-Saving Opportunities From Specific Driving Behavior Changes

This document analyzes potential fuel savings from improving individual driving behaviors. It examines five real-world driving cycles and converts them to "ideal" cycles by eliminating stops and idling, setting acceleration to 3 mph/s and cruising speed to 40 mph. Simulations found fuel savings of up to 60% for cycles with high or low kinetic intensity, and 30-40% for moderate cycles. Further analysis isolated the impact of each optimization step, finding that eliminating accelerations and decelerations delivers larger fuel savings than reducing acceleration rates, suggesting the focus should be on reducing stops for high kinetic intensity cycles.

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50 views1 page

2 Quantifying Fuel-Saving Opportunities From Specific Driving Behavior Changes

This document analyzes potential fuel savings from improving individual driving behaviors. It examines five real-world driving cycles and converts them to "ideal" cycles by eliminating stops and idling, setting acceleration to 3 mph/s and cruising speed to 40 mph. Simulations found fuel savings of up to 60% for cycles with high or low kinetic intensity, and 30-40% for moderate cycles. Further analysis isolated the impact of each optimization step, finding that eliminating accelerations and decelerations delivers larger fuel savings than reducing acceleration rates, suggesting the focus should be on reducing stops for high kinetic intensity cycles.

Uploaded by

Zafar
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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2 Quantifying Fuel-Saving Opportunities from Specific Driving

Behavior Changes
2.1 Savings from Improving Individual Driving Profiles
2.1.1 Drive Profile Subsample from Real-World Travel Survey
The interim report (Gonder et al. 2010) included results from detailed analyses on five cycles
selected from a large set of real-world global positioning system (GPS) travel data collected in
2006 as part of a study by the Texas Transportation Institute and the Texas Department of
Transportation (Ojah and Pearson 2008). The cycles were selected to reflect a range of kinetic
intensity (KI) values. (KI represents a ratio of characteristic acceleration to aerodynamic speed
and has been shown to be a useful drive cycle classification parameter [O’Keefe et al. 2007].)
To determine the maximum possible cycle improvement fuel savings, the real-world cycles were
converted into equivalent “ideal” cycles using the following steps:
1. Calculate the trip distance of each sample trip.
2. Eliminate stop-and-go and idling within each trip.
3. Set the acceleration rate to 3 mph/s.
4. Set the cruising speed to 40 mph.
5. Continue cruising at 40 mph until the trip distance is reached.

To compare vehicle simulations over each real-world cycle and its corresponding ideal cycle, a
midsize conventional vehicle model from a previous NREL study was used (Earleywine et al.
2010). The results indicated a fuel savings potential of roughly 60% for the drive profiles with
either very high or very low KI and of 30%–40% for the cycles with moderate KI values.

Table 2-1 takes the analysis of these five cycles from the interim report a step further by
examining the impact of the optimization steps one at a time in isolation. As indicated by other
simulations from the interim report (Gonder et al. 2010), acceleration rate reductions can deliver
some small fuel savings, but avoiding accelerations and decelerations (accel/decel) altogether
saves larger amounts of fuel. This suggests that driving style improvements should focus on
reducing the number of stops in high KI cycles, and not just the rate of accelerating out of a stop.

Table 2-1. Simulated fuel savings from isolated cycle improvements


Percent Fuel Savings
Cycle KI Distance
Name (1/km) (mi) Improved Decreased Eliminate Decreased
Speed Accel Stops Idle
2012_2 3.30 1.3 5.9% 9.5% 29.2% 17.4%
2145_1 0.68 11.2 2.4% 0.1% 9.5% 2.7%
4234_1 0.59 58.7 8.5% 1.3% 8.5% 3.3%
2032_2 0.17 57.8 21.7% 0.3% 2.7% 1.2%
4171_1 0.07 173.9 58.1% 1.6% 2.1% 0.5%

Figure 2-1 extends the analysis from eliminating stops for the five example cycles and examines
the additional benefit from avoiding slow-and-go driving below various speed thresholds.

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