Driving Patterns (DP)

Chairman Co-Chair
José Ignacio Huertas Cardozo, PhD. Jessica Gissella Maradey Lázaro, MEng. MSc.
Candidata a Doctora en Ingeniería
 Needs

Fuel & Energy Consumption Emission Savings Smart Mobility

Efficiency Eco-driving MaaS

Monitoring Campaign

How do people drive?

New technologies – Powertrain Optimization - Energy transition

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 Monitoring Campaign

Drivers Training

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 Driving Pattern

Actually, it does not exist a clear definition

A driving pattern describes how drivers drive in a region

Driving Conditions
(External Factors)
- Fleet composition
- Road condition / type
- LOS (Level of Service)
- Traffic
- Weather
- Local regulations
- Pedestrians, cyclists
- Lightining conditions & stops
& events
Driving Style
(Habits, decisions)
- Driving skills /expertise
- Sociocultural values
- Physical/ emotional
condition
- Habits / Preferences
- Driver type : age, gender,
character, behaviour
- Demographic potential
Vehicle Parameters
(Technological Factors)
- Engine mass, speed and power
- Engine Stress
-Vehicle Type / Year of
production / model
- Vehicle size

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 Applications

• Permite comprender el entorno de la movilidad y mejorar la experiencia de la conducción

• Permite la inclusión e integración de tipología y tecnologías vehiculares en el entorno de movilidad
• El diseño y la optimización de componentes (i.e capacidad de la batería, tamaño del motor eléctrico,
la estimación del rango de conducción y la evaluación de las emisiones vehiculares).
• La estrategia de control de la energía.
• La construcción de la infraestructura energética.
• Mejorar la rata de conversión energética (eficiencia energética)

El conocer el DP de manera on- line forma parte de las estrategias de

control del vehículo inteligente.
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 DP Description

Characteristic
Parameters
(CP’s) Speed-Aceleration
Frequency/
Probability
Distribution
( SAFD / SAPD)
Vehicle Specific
Power (VSP)

Driving Cycles (DC)

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 CP’s

• A set of measured or derivated variables commonly used as basis capture the features of
realistic driving patterns. Also, are accepted as indicators of the actual on-road driving
situations.
• Based on speed and time.
There is no consensus of which CP’ s should be used neither
but can vary between 6 until 61.

Distance
Acceleration Time Dynamics Emissions and Energy
Total distance (Operational modes)
Distance between stops Maximum acceleration No. of acceleration per kilometer Specific fuel consumption
Maximum deceleration Total time Root mean square of acceleration Emission index of CO2
Average acceleration Percentage of idling time (RMSA) Emission index of CO
Speed Average deceleration Percentage of acceleration Positive Kinetic Energy (PKE) Emission index of NOx
Standard deviation of Percentage of decelaration Kinetic Intensity (KI)
Average Speed acceleration Percentage of cruising
Maximum Speed Standard deviation of Percentage of time driving
Standard deviation deceleration
of speed

•Do not fully reflect emission characteristics ⸰• Redundant or insufficient ⸰• Change events and trends cannot be easily observed.
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 CP’s
CPs used as assessment parameters

Time of cruising

Time duration
Ave running s
Region Reference

Time of idle
% Cruising

Std dev a+

Std dev a-
Std dev s

Distance
Max a+

Min a+
Max a-
Ave a+

RMSA
% idle
Ave a-

Max s

% a+
Ave s

% a-

PKE
Beijing, China    (Ma et al., 2020)
Jinan, China                  (Yan et al., 2020)
Xi’an, China            (Zhao et al., 2020)
Vadodara, India           (Chauhan et al., 2020)
Fuzhou, China               (Peng et al., 2020)
Hefei, China             (Shi et al., 2020)
Nanjing, China                  (Yang et al., 2020)
Fuzhou, China               (Zou et al., 2020)
Xi’an, China           (Zhao et al., 2019)
Hanoi, Vietnam                   (Nguyen et al.,2019)
Toluca, México               (Huertas et al.,2019)
Shenyang, China       (Chen et al.,2019)
Hohoot, China         (Zhang et al.,2019)
Toluca, México                (Huertas et al.,2019)
Istanbul, Turkey          (Kaymaz et al.,2019)
Kanchanaburi, Thailand         (Mongkonlerdmanee et al.,2019)
China            (Pan et al.,2019)
Napoles, Italy     (Ragione et al.,2019)
Hong Kong, China           (Tong et al.,2019)

Beijing, China            (Wang et al.,2019)

Nanjing, China              (Yang et al.,2019)
Beijing, China         ( Zhang et al.,2018)
Bangalore, India      (Mayakuntla et al.,2018)
Kuala Terengganu, Malaysia                    (Anida et al.,2018)
Toluca, México                (Huertas et al.,2018)
Beijing, China        (Gong et al.,2018)

PKE: Positive Kinetic Energy; RMSA: Root Mean Square of Acceleration

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 SAFD

• Speed Acceleration Probability Distribution (SAPD) is a useful tool for representing driving behaviors.

• SAPD gives probability that the trip is located within a particular velocity and acceleration range, which gives the information
about the percentage of total time spent in each driving style.

• Consider speed and acceleration is possible to provide a measure of the load on the engine, which is an important variable
associated with exhaust emissions.

3-dimensional normalized histogram

Limitations

• The resolution will depend on the data collected and the purpose of the study.
• The vehicle emission estimation depends directly on the distribution of
operation modes.
• In terms of ability to categorize the different segments of trip, SAFD has
reported greater differences vs other techniques (i.g clustering).

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 VSP
• VSP is defined as the instantaneous power per unit mass of the vehicle. (the output power of the vehicle’s engine)

𝑑 𝑑 1 1
𝐾𝐸+𝑃𝐸 +𝐹𝑟𝑜𝑙𝑙𝑖𝑛𝑔 ∙𝑣+𝐹𝑎𝑒𝑟𝑜𝑑𝑦𝑛𝑎𝑚𝑖𝑐 ∙𝑣 𝑑𝑡 2∙𝑚∙ 1+𝜖𝑖 ∙𝑣 2 +𝑚𝑔ℎ +𝐶𝑅 𝑚𝑔∙𝑣 𝜌𝑎 𝐶𝐷 𝐴(𝑣+𝑣𝑤 )2 ∙𝑣
𝑑𝑡
𝑉𝑆𝑃 = = =2
𝑚 𝑚 𝑚

1 𝐶𝐷 𝐴 𝑘𝑊
𝑉𝑆𝑃 =𝑣 ∙ 𝑎 ∙ 1 + 𝜀𝑖 + 𝑔 ∙ 𝑔𝑟𝑎𝑑𝑒 + 𝑔 ∙ 𝐶𝑅 + 𝜌𝑎 (𝑣 + 𝑣𝑤 )2 ∙ 𝑣
2 𝑚 𝑡

•V= vehicle speed⸰• a= vehicle acceleration⸰• 𝜀𝑖 = mass factor ⸰• grade= vertical rise/ slope length ⸰•𝐶𝑅 = coefficient of rolling resistance
⸰• 𝐶𝐷 = drag coefficient ⸰•A= frontal area of vehicle ⸰• 𝜌𝑎 =ambient air density ⸰• 𝑣𝑤 = headwind into vehicle

• VSP explains emissions when the vehicle is operating in the physics view, whereas relationships between speed
and acceleration and emissions are built on statistical analysis.

• VSP is an instantaneous parameter, in order to analyze it, it needs to be divided into bins with a certain span.

• The average speed and VSP bin distribution were used to classify driving patterns.

• The advantage of VSP is that its distribution closely reflects both the driving and the emission characteristics.

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 VSP

• VSP has better comprehensive correlations with all emissions in both low- and high-speed ranges.

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 DC
• A driving cycle is a speed-time series that represent driving patterns in a specific región.
• Also, DC is capable to show identify the operation modes in typical driving (i.e acceleration, deceleration,
idle time, cruise, creeping).
• DC vary region to region due to: road topology/ types, fleet composition, time of the day, vehicle type,
traffic intensity, city size, road grade, and road driving behavior.
• DC are stratified by type of route, type of vehicle, period and speed level.
• According to the purpose: Legislative & Non-Legislative
• According to their composition: Modal or Transient
• Why? Establish vehicle performance (i.e FC / Emissions), vehicle design & components, development of
procedure to test and vehicle homologation, design of strategies for cities managing.

Data Data Data Validation

Construction
Collection Pre- Processing Classification
MSE
CP
𝐶𝑃𝑖∗ −𝐶𝑃𝑖 SAFD
𝑅𝐷𝑖 = <10% VSP
𝐶𝑃𝑖
CP*

• Collect enough real driving data ⸰• Representativeness ⸰• Method of DC construction

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José Ignacio Huertas, PhD. Jessica Maradey, MSc. MEng.
Tecnológico de Monterrey, ITESM. Universidad Autónoma de Bucaramanga, Unab
jhuertas@tec.mx. jmaradey@unab.edu.co