Development of Delhi Driving Cycle: A Tool for Realistic Assessment of Exhaust Emissions from Passenger Cars in Delhi

Chugh, Sachin; Kumar, Prashant; Muralidharan, M. R.; B, Mukesh Kumar; Sithananthan, M.; Gupta, Anurag; Basu, Biswajit; Malhotra, Ravinder

doi:10.4271/2012-01-0877

Cited by 27 publications

(10 citation statements)

References 12 publications

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“…28 Few of them classified the trips on the routes into a home to work and work to home trips for the route selection, assuming the urban population normally commutes for work and commercial purposes. 19 In many cases, the routes were selected based on traffic data available with local transport departments and land-use patterns of the routes 13,14,29 (Sun et al 2017). 30 Arun et al, 23 Seedam et al, 31 and Adak et al 24 (Nesamani et al 2011) 17 reported that selected routes should represent the entire road patterns in the city, like divided, undivided and different lane configurations to characterize city-specific drive patterns, depending upon the people moving in the city.…”

Section: Route Selectionmentioning

confidence: 99%

“…The early studies on driving cycle in India were reported by Gandhi et al 1983 25 and further IDC was developed by ARAI, Pune which was enacted under Central Motor Vehicle Rules 1989. The IDC is characterized by uniform acceleration and deceleration with constant speeds, does not cover real-world driving conditions and cannot give a realistic estimation of emissions 29 (Kumar et al 2011; Nesamani et al 2005). 44,45 Adak et al 24 specified that in a study route of 13 km in Dhanbad city, a motorcycle took 2136 s to complete the route by following IDC, whereas the real world driving cycle took only 1683 s with the reduction of time taken by 21%; hence the legislative cycle does not represent real world driving conditions.…”

Section: Legislative and Real World Driving Cycles Used World Widementioning

confidence: 99%

“…Many researchers concluded that the real-world driving cycles deviate significantly from the legislative cycle such as the IDC, ECE, WMTC, Japanese 10-15, mode and FTP-75, due to non-representation of local traffic conditions and improper emission inventories 7,17,23,24,29 (Khumla et al, 2010). 32 Tables 4 to 8 shows the estimated percentage deviation of parameters of different real-world driving cycles from legislative cycles.…”

Section: Comparison Of Real-world Driving Cycles With Legislative Cyclesmentioning

confidence: 99%

“…Broadly four category of speeds such as congested (≤10 km/h), semi-urban (10–25 km/h), urban (25–40 km/h), and extra urban (40–60) should be considered for the data analysis. 29 For deriving the final representative micro trips in each speed category, the relative average speed, relative percentage of idle, relative percentage of cruise, acceleration, and deceleration should be determined.…”

Section: Data Analysis and Driving Cycle Constructionmentioning

confidence: 99%

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A framework for development of real-world motorcycle driving cycle in India

Sithananthan

Kumar

2020

Proceedings of the Institution of Mechanical Engineers, Part D:

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This paper proposed a framework for development of real-world driving cycle in India after a thorough review and comparison of motorcycle driving cycles used in different countries. A limited state-of-the art work for the development of driving cycles for motorcycles is available. The motorcycle driving cycles developed by different countries differ from each other in terms of their driving cycle characteristics, emission factors, and fuel economy. This paper reviewed the parameters of real-world driving cycles of motorcycles and compares the same with legislative cycles concerning their characteristics and emissions. The parameters of real-world driving cycles and Indian legislative cycle (IDC) deviate significantly from other legislative cycles in the range of −97% to +1172% and −74% to 284% respectively. The emission factors of the legislative cycle do not match with the realistic emissions measured by real-world driving cycles. This is due to the reason that the legislative cycles do not represent the current traffic scenario and hence need to be revised. A framework is proposed to develop a real-world driving cycle in India.

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Section: Route Selectionmentioning

confidence: 99%

Section: Legislative and Real World Driving Cycles Used World Widementioning

confidence: 99%

Section: Comparison Of Real-world Driving Cycles With Legislative Cyclesmentioning

confidence: 99%

Section: Data Analysis and Driving Cycle Constructionmentioning

confidence: 99%

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A framework for development of real-world motorcycle driving cycle in India

Sithananthan

Kumar

2020

Proceedings of the Institution of Mechanical Engineers, Part D:

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“…Of course, these driving cycles vary for different areas owing to unique road types, vehicle types and other characteristics. 5–7 It is essential to apply driving-cycle information appropriately in the development and optimization of powertrain control strategies and parameters; furthermore, the driving cycle is a crucial component in studying the energy efficiency and the reduction in the emissions of vehicles. 8, 9…”

Section: Introductionmentioning

confidence: 99%

Development of a representative operation cycle characterized by dual time series for bulldozers

Zhang

et al. 2017

Proceedings of the Institution of Mechanical Engineers, Part D:

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Driving cycles have been developed for various types of vehicle by different nations and in different areas, as they have a substantial effect on analysis of the fuel economy and the emissions. As the concern about the fuel consumption and the emissions of engineering machinery increases continuously, it has become necessary to develop corresponding operation cycles for engineering machinery. However, a typical operation cycle for bulldozers and the methods for its development is still lacking. Therefore, a representative operation cycle for bulldozers was developed in this study. By taking advantage of readily available data from the Controller Area Network (CAN), large amounts of cycle experimental data were acquired in a typical bulldozing process. Two parameters, namely the bulldozing resistance and the speed, were employed to represent the operation cycle. The values of these parameters were calculated on the basis of the dynamic model and the kinematic model combined with system identification methods. Experimental cycles were divided into operation segments according to the respective operating processes, and characteristic parameters for the operation segments were chosen and calculated accordingly. The optimal representative operation cycle was finally selected on the basis of the smallest Mahalanobis distance. The fuel consumption and the probability distributions of the representative operation cycle were also compared with the average fuel consumption and probability distributions of all the operation cycles and analysed. The average correlation coefficient of the probability distributions was 0.936, whereas the difference in the fuel consumptions was only 1.786%. This indicates that the developed cycle is indeed appropriate for representing the operating process of the bulldozer.

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Drive Cycle‐Based Estimation of Energy Consumption for Electric Two‐Wheeler

Pandey,

Vashist

2024

Energy Storage

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The transportation sector is the backbone of the economic growth of any country. However, the heavy dependence of this sector on petroleum fuel is a matter of concern for sustainable development. To address this issue countries are working toward green energy‐based transportation, and among all viable solutions electric vehicles (EVs) are emerging as front runners. Range anxiety is one of the most prominent concerns in EV adoption. The range of a vehicle depends on the energy consumption so it becomes crucial to estimate it very precisely. There are many standard drive cycles such as the New European Driving Cycle (NEDC) and Worldwide harmonized Light‐duty Vehicle Test Cycles (WLTC) which are used for the estimation of energy consumption. However, these standard cycles fail to capture the driving behavior of real traffic. Due to this reason, these standard cycles underestimate the energy consumption compared with actual consumption. For more realistic energy requirement estimations, researchers are focusing on the development of real‐world drive cycles specific to a particular geography. In this paper, a real‐world drive cycle of electric two‐wheeler has been developed for the city of Lucknow, India, and compared with the driving characteristics and energy consumption estimates of WLTC. The energy requirement per km for the Lucknow drive cycle and WLTC are found as 14.89 Wh/km and 11.95 Wh/km, respectively, which indicates per km energy required estimation for LDC is 24.60% higher than WLTC.

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Development of Delhi Driving Cycle: A Tool for Realistic Assessment of Exhaust Emissions from Passenger Cars in Delhi

Cited by 27 publications

References 12 publications

A framework for development of real-world motorcycle driving cycle in India

A framework for development of real-world motorcycle driving cycle in India

Development of a representative operation cycle characterized by dual time series for bulldozers

Drive Cycle‐Based Estimation of Energy Consumption for Electric Two‐Wheeler

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