LONGITUDINAL

DYNAMICS
Practical Works
GROUP 1

Submitted By :
Olivier KILO
Saurabh SUMAN

1. Introduction
In this report the results and analysis from the Longitudinal Dynamics classwork has been briefly
discussed. Based on a given engine and vehicle data, calculations have been done on Excel to
calculate maximum speed, optimal gear box, fuel consumption at stabilized speed and MVEG cycle
respectively. Then the impact of gear box ratio on performance and consumption and the benefits of
stop & start systems have been analyzed. And finally the report concludes with a sensitivity analysis
by calculating the influence of different parameters on fuel consumption.

2. Gear Box Selection and Effect on Vehicle Performance

2.1 Input Data
Vhicle = Group
Segment
energy
Curb Weight (kg)
Displacement (l)
Crr (kg/t)
Transmission efficiency
Scx (m)
Target of Acceleration for Take-Off (m/s)

1
B2
Gasoline
900
0,7
7,5
0,9
0,7
3,5

2.2 Maximum Speed

Max Speed is mainly
dependent on the maximum
power delivered by the
engine
and
the
aerodynamics. As the vehicle
speed increases the resistive
forces increase.
Aerodynamic force which are
proportional to square of
vehicle speed becomes very
high at high vehicle speed.
For our case the maximum
speed achieved is equal to
163.33 km/h

2.3 Final Gear Ratio Adaption and Maximum Vehicle Speed

Based on this maximum speed and maximum power engine speed, the final gear ratio was selected:

Final gear Ratio (L5opti) = 5 () =

Vmax 1000

163.331000
5500

= 29.7

/1000

To see the effect of final gear ratio on the maximum speed, it was recalculated for L5opti + 10%
and L5opti - 10%.
Top speed for short gear box: ( 5 ( 10%)) = 160

( 5 ( + 10%)) = 162.8

2.4 1st Gear Adaption & Take-Off

1st gear ratio was selected on the basis
of target take-off acceleration i.e. 3.5
m/s2. Based on maximum torque at
the launching RPM of 2500 RPM. Using
an iterative process the value of L1 was
calculated to get the desired take-off.
L1 = 8.36 km/h /1000rpm

2.5 0-120 km/h in last gear roll-on acceleration

Average Engine Speed (RPM)

Optimal = 3447, 17 RPM

Short = 3890, 61 RPM

Long = 3128, 58 RPM

2.6 Intermediate gear ratio

For all the three gearboxes we have the first and final gear ratios. Now there are two ways to find the
intermediate gears:
1. Arithmetic : the difference of gear ratios between a gear and the following is constant
2. Geometric : the quotient of gear rations between a gear and the following is constant
The intermediate gears were calculated by taking an average of the values calculated from above
methods.

2.7 0-1000m acceleration

The 0-1000 m acceleration is done iteratively in order to know the current acceleration of the vehicle
with a 0.25s time step. The results show that the gear box has no significant influence on the time:

Engine Speed (rpm)

Gear Box
L5 opti
L5 opti -10%
L5 opti +10%

Time for 0-1000m acceleration (s)

35.63
35.68
35.65

Average Engine Speed

4700
4635
4492

0-1000m acceleration
7000
6000
5000
4000
3000
2000
1000
0

Optimal Gear Box

Short GearBox (-10%)
Long GearBox (+10%)

10

15

20

25

30

35

40

Time (s)

However, the time spent in each gear is different from one gearbox to another, which ultimately
gives higher average engine speeds.

3. Consumption Analysis
3.1 Consumption at constant speed
The following chart shows the fuel consumptions at constant speeds:
Speed (km/h)

Gear

Fuel cons with Fuel cons with Fuel cons with

optimal
GB short
GB long
GB
(L/100km)
(L/100km)
(L/100km)
50
4
2.1
2.2
2.0
90
4
3.5
3.8
3.4
120
4
5.5
5.9
5.3
90
5
3.2
3.3
3.1
120
5
4.8
5.1
4.7
The long gear box gets better fuel consumption at constant speed (between 2 and 5% lower).

3.2 Consumption MVEG cycle

Cycle
ECE
EUDC
MVEG

Fuel cons with optimal GB Fuel cons with short GB Fuel cons with long GB
(L/100km and gCO2/km)
(L/100km and gCO2/km)
(L/100km and gCO2/km)
Hot
Cold
Hot
Cold
Hot
Cold
4.28
101.82
3.77
89.69
3.95
94.16

5.13
122.18
3.88
92.38
4.34
103.36

4.35
103.58
3.87
92.22
4.05
96.41

5.22
124.30
3.99
94.98
4.44
105.79

4.19
99.84
3.68
87.62
3.87
92.14

5.03
119.80
3.79
90.24
4.25
101.19

4.45
4.40
4.35
4.30

Fuel cons

4.25
4.20
Short

Optimal
Gear Box type

106.00
105.00
104.00
103.00
102.00
101.00
100.00
99.00
98.00

CO2 emissions (g/km)

Fuel Consumption (L/100km)

4.50

Fuel consumption and CO2 emissions

MVEG cold start

This graph shows the evolution

of the cold start MVEG cycle
concerning fuel consumption
and CO2 emissions.

It also shows that the longest

gear box gives the best fuel
consumption.

Long

3.3 Sensitivity Analysis

Several sensitivity analysis were done in order to know the influence of each parameter on the fuel
consumption. Only one parameter is varying at once. (The reference case is highlighted in yellow).
Parameter
Inertia class
Friction
coefficient
SCx coefficient

Engine Inertia

Value
910
1020
1130
6,5
7,5
8,5
0,66
0,7
0,74
0,108
0,12
0,132

ECE
hot
98,12
101,44
104,91
100,74
101,44
102,06
101,22
101,44
101,69
101,14
101,44
101,82

Cold
ECE
19,62
20,29
20,98
20,15
20,29
20,41
20,24
20,29
20,34
20,23
20,29
20,36

influence EUDC
hot
87,57
89,68
91,83
88,13
89,68
91,2
87,49
89,68
91,87
89,63
89,68
89,74

Cold
EUDC
2,63
2,69
2,75
2,64
2,69
2,74
2,62
2,69
2,76
2,69
2,69
2,69

influence Total
Cold
100,35
103,2
106,12
101,87
103,2
104,45
101,67
103,2
104,72
103,02
103,2
103,4

The influence of the engine inertia is

negligible, even on the ECE part (see chart)
where there is more time spent in 1st gear.
The influence of friction coefficient is
important on both parts of the cycle
whereas the influence of SCx coefficient
only improves the EUDC part. However, the
parameter which seems to have the more
influence is the inertia class. One inertia
class makes a difference (almost 3%).

3.4 Influence of Stop & Start

The graph clearly shows that the benefits
of stop/start system are due to the ECE
part. It is logical since most of the stops are
done in urban part of the cycle (ECE).

3.5 Fuel consumption reduction

By changing these parameters the fuel consumption is decreased by 0.5L/100km (=11.9 gCO2):

Old value
New Value
gCO2 gain alone
gCO2 cumulated

Gear Box
Optimal
Long
2.01
2.01

St/St
NO
YES
4.25
6.26

Tires
7.5 kg/t
6.5 kg/t
1.29
7.55

SCx
0.7
0.66
1.55
9.1

Inertia Class
1020
910
2.89
11.99

4. Conclusion
Based on the calculations and analysis, following conclusions can be made:
1. Aerodynamic forces have a major impact on maximum achievable speed of a vehicle for a
given engine.
2. First gear ratio is calculated on the basis of desired maximum take-off acceleration.
3. With a short gear box acceleration is higher in 0 to 120 km/h speed range but the engine
runs at higher RPM.
4. For 0-1000 m acceleration, the gear box selection does not have significant effect on time,
but the average engine RPM for optimal gear box is the highest because the time spent on
different gears for the three gearboxes are different.
5. The long gear box gets better fuel consumption at constant speed (between 2 and 5% lower).
6. The longest gear box gives the best fuel consumption for MVEG cycle.
7. Fuel consumption can be improved substantially with better aerodynamics and inertia class.
8. Stop start is effective in reducing consumption in the urban (ECE) part of the MVEG cycle.