975

1 INTRODUCTION

The reduction of fuel consumption is one of the

priorities for car manufacturers because the goal for a

specific car is to achieve success on the market, and

which cars saving fuel are appreciated by the clients.

Technologies allowing to save fuel are becoming

more and more applied by car makes. The current

regulations, norms and legislative and tax restrictions

in Europe cause that ecology and petrol saving are

the first determinants of the designs of new cars.

Within 15 years, some harmful substances generated

by the car engines were limited by 80% and it seems

that automotive industry will no longer be accused of

being the biggest polluter of our planet.

One of the new technologies allowing to improve

greenness of cars is limiting the time of working of an

engine at idle running. This new function eliminates

long-lasting work of an engine at idle running and

control system automatically turns the engine off

after the lapse of programmed time fulfilling

necessary conditions.

The basic principle of thatinnovative technology is

to decouple the combustion engine from the

drivetrain and prevent deceleration caused by engine

braking. The function should be automatically

activated in the predominant driving mode, which is

the mode automatically selected when the vehicle is

switched on. Thus coasting can be used to increase

the rolling distance of the vehicle in situations where

no propulsion or a slow reduction of speed is needed.

When ‘coasting’, the kinetic and potential energy of

the vehicle is directly used to overcome driving

resistance and, as consequence, to decrease fuel

consumption. To obtain less deceleration the engine is

decoupled from the drivetrain by opening a clutch.

This is done automatically by the control unit of the

automatic transmission or by means of an automated

clutch in case of a manual gearbox. During the

coasting phases the engine is running at idle speed.

The autors have provided a methodology for

testing the CO2 reductions from the use of the engine

idle coasting function, which includes a modified

NEDC test cycle to offer the possibility for the vehicle

to coast.

Automatic Engine Shutdown Function as an Innovative

Technology Allowing to Reduce CO2 Emission

Z. Łukasik , J. Kozyra & A. Kuśmińska-Fijałkowska

University of Technology and Humanities in Radom, Radom, Poland

ABSTRACT: An automatic engine shutdown function at idle running was approved as an innovative

technology, which is mounted in the vehicles of M1 category equipped with conventional power transmission

system, automatic gearbox or manual gearbox and automatic clutch. The reduction of CO2 emission as a result

of application of an automatic engine shutdown function at idle running is determined using a method

determining the level of reduction of emission. The main goal of this publication was to present a method of

determining CO2 savings obtained thanks to the use of an automatic engine shutdown function at idle running.

http://www.transnav.eu

the International Journal

on Marine Navigation

and Safety of Sea Transportation

Volume 14

Number 4

December 2020

DOI: 10.12716/1001.14.04.24

976

2 THE MAIN ASSUMPTIONS OF CO2 SAVINGS IN

NEW TECHNOLOGY OF AUTOMATIC ENGINE

SHUTDOWN AT IDLE RUNNING

A key element in determining the CO2 savings is the

proportion of the distance travelled by the vehicle

over which the coasting function is activated, taking

into account that the coasting function may be

deactivated in other driving modes than the

predominant driving mode. In order to take into

account the diversity of the vehicles on the market, it

is considered appropriate to establish a usage factor

that is representative of the rate of activation of the

technology for a wide range of vehicles in real world

conditions. Based on data provided by the applicants,

it is clear that the activation of the engine idle

coasting technology is dependent of certain speed

limits that may vary between different vehicles. Based

on the database provided, it is appropriate to

consider the coasting function to be active at speeds

above 15 km/h.

In order to determine the CO2 savings achieved,

the vehicle fitted with the engine idle coasting

function should be compared with a baseline vehicle

where the coasting function is not installed, not

available in the predominant driving mode or

disabled for testing purposes. In order to achieve a

robust comparison the baseline vehicle should be

tested on the standard NEDC under hot start

conditions, while the modified conditions applicable

for the vehicle equipped with the eco-innovation

should be taken into account by a conversion factor

being applied for the calculation of the CO2 savings. It

is considered appropriate to maintain the conversion

factor at the value of 0,960 in line with the conversion

factor set out in Implementing Decisions (EU)

2015/1132 and (EU) 2017/1402.

3 METHODOLOGY TO DETERMINE THE CO2

SAVINGS THE USE OF THE ENGINE IDLE

COASTING FUNCTION

To determine the CO2 savings that can be attributed

to the use of the Engine Idle Coasting Function, it is

necessary to specify the following:

− The test vehicles;

− The procedure to precondition the vehicle;

− The procedure to perform the dynamometer road

load determination;

− The procedure to define the modified testing

conditions;

− The procedure to determine the CO2 emissions of

the eco-innovative vehicle under modified testing

conditions;

− The procedure to determine the CO2 emissions of

the baseline vehicle under Type 1 hot start

conditions;

− The calculation of the CO2 savings;

− The calculation of the uncertainty of the CO2

savings.

3.1 Test vehicles

Baseline vehicle: a vehicle with the innovative

technology deactivated or not installed. For that

vehicle, it shall be verified that the coasting function

is not activated during the NEDC test (i.e. the test run

to obtain

()

hot

MC TA

BB=

Eco-innovative vehicle: a vehicle with the

innovative technology installed and active in default

or predominant mode. The predominant driving

mode is the driving mode that is always selected

when the vehicle is switched on regardless of the

operating mode selected when the vehicle was

previously shut down. Engine-on coasting function

may not be deactivated by the driver in the

predominant driving mode.

3.2 Vehicles preconditioning

In order to reach the hot testing conditions of the

powertrain, one or more complete preconditioning

NEDC or mNEDC driving cycles shall be performed.

3.3 Road load determination

The dynamometer road load determination shall be

carried out on a chassis dynamometer as follows:

− initial preparation of a vehicle in accordance with

NEDC or mNEDC.

− Performing the dynamometer road load

determination, according to the procedures

defined in the UN/ECE Regulation No 83 Annex

4a — Appendix 7.

3.4 Definition of the modified testing conditions

The procedure of determination of variability of test

conditions requires to: determine coasting curve,

determine changed speed profile NEDC (mNEDC)

and profile of gear change for the vehicles equipped

with a manual gearbox.

The determination of the coast down curve in

coasting mode shall be carried out on a chassis

dynamometer and following these two compulsory

steps:

− Bringing the vehicle to operating temperature

using the preconditioning procedure;

− Executing a coast down in coasting mode from 125

km/h to either a standstill or to the lowest possible

coasting speed.

The speed profile of the mNEDC shall be

generated according to the following rules:

− The test sequence is composed of an urban cycle

made of four elementary urban cycles and an

extra-urban cycle,

− All acceleration ramps are identical to the NEDC-

profile,

− All constant speed levels are identical to the

NEDC-profile,

− The deceleration values when coasting function is

deactivated are equal to the ones within the

NEDC-profile,

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− The speed and time tolerances shall be in

accordance with paragraph 1.4 of Annex 7 to

UN/ECE Regulation No 101,

− The deviation from the NEDC profile shall be

minimised and the overall distance must comply

with the NEDC specified tolerances,

− The distance at the end of each deceleration phase

of the mNEDC-profile shall be equal to the

distances at the end of each deceleration phase of

the NEDC-profile,

− For all phases of acceleration, constant velocity

and deceleration, standard NEDC tolerances shall

be applied,

− During coasting phases the ICE is decoupled and

no active correction of the vehicles velocity

trajectory is permitted,

− Lower speed limit for coasting vmin: The coasting

mode has to be disabled at the lower speed limit

(15 km/h) for coasting by pressing the brake pedal,

− Minimal stop time: The minimum time after every

coasting deceleration to a standstill or constant

speed phase is 2 seconds ( in Fig. 1),

− Minimum duration for constant speed phases: The

minimum duration for constant speed phases after

acceleration or coasting deceleration shall be at

least 2 seconds ( in Fig. 1),

− During the deceleration phases, the coasting mode

can be enabled if the speed is below Vmax, Vmax

being the maximum speed of the test cycl,

− The coasting mode may be disabled for speeds higher

than Vmin.

Figure 1. Parameters used to generate mNEDC

For vehicles equipped with manual gearboxes, the

gearshift table shall be adapted using the following

assumptions:

− The gearshift selection during vehicle acceleration

remains as defined for the NEDC,

− The timing for the downshifts of the modified

NEDC differ from the one of the NEDC in order to

avoid downshifts during coasting phases (e.g.

anticipated before deceleration phases).

The pre-defined shift points for the ECE portion of

the NEDC cycle are modified as described in the

following table 1.

Table 1. The pre-defined shift points: PM1 = gearbox in neutral, clutch engaged; K1, K2 = first or second gear engaged,

clutch disengaged.

Duration of each

Operation

Phas

Acceleratio

(m/s

)

Speed

(km/h)

Operatio

(s)

Phase

(s)

Cumulative time (s)

Gera to be used

in the case of a

manual gearbox

Idling

6s PM+5sK1

Acceleration

1,04

0-15

Steady speed

Deceleration

-0,69

15-10

Deceleration, clutch

disengeged

-0,92

10-0

Idling

16s PM+5sK1

Acceleration

0,83

0-15

Gear change

Acceleration

0,94

15-32

Steady speed

tconst1

61+ tconst1

Deceleration

coastdown

[32-dv1]

Δtcd1

Δtcd1+8-Δt1+3

61+ tconst1+ Δt1

Deceleration

-0,75

[32-dv1]-10

8-Δt1

69+ tconst1+ Δtcd1+ Δt1

Deceleration, clutch

disengeged

-0,92

10-0

72+ tconst1+ Δtcd1 + Δt1

Idling

21-Δt1

117

16s - Δt1

PM+5sK1

Acceleration

0,83

0-15

122

Gear change

124

Acceleration

0,02

15-35

133

Gear change

135

Acceleration

0,52

35-50

143

Steady speed

tconst2

Deceleration

coastdown

[50-dv1]

Δtcd2

tconst2+ Δtcd2

Deceleration

-0,52

[50-dv1]-35

8-Δtcd2

tconst2+ Δtcd2+8- Δt2

Steady speed

tconst3

tconst2+ Δtcd2+8- Δt2+ tconst3

Gear change

12+ Δtcd3- Δt3

tconst2+ Δtcd2+10- Δt2+ tconst3

Deceleration

coastdown

[35-dv1]

Δtcd3

tconst2+ Δtcd2+10- Δt2+ tconst3+ Δt3

Deceleration

-0,99

[35-dv1]-10

7-Δtcd3

tconst2+ Δtcd2+17- Δt2+ tconst3+ Δtcd3+ Δt3

Deceleration, clutch

disengeged

-0,92

10-0

tconst2+ Δtcd2+20- Δt2+ tconst3+ Δtcd3+ Δt3

Idling

7-Δtcd3

tconst2+ Δtcd2+27- Δt2+ tconst3+

Δtcd3+2Δt3

7s – Δt3 PM

978

Table 1. contiuded: *achieved velocity after 4 seconds with an acceleration of -0.69 m/s2 is 60.064 km/h.

This velocity i salso as gear change indicator for modified NEDC cycle. ** dv4 is >= 60.064 m/h.

Duration of each

Operation

ase

Acceleration

(m/s

)

Speed

(km/h)

Operati

(s)

Phase

(s)

Cumula

tive

time (s)

Gera to be used in

the case

of a manual

gearbox

Idling

Acceleration

0,83

0-15

Gear change

Acceleration

0,62

15-35

Gear change

Acceleration

0,52

35-50

Gear change

Acceleration

0,43

50-70

Steady speed

tconst4

’

Deceleration

’

coastdown

70-dv4

Δtcd4

Deceleration

coastdown

0,69

dv4

-50

8-Δtcd4

Steady speed

Acceleration

0,43

50-70

Steady speed

Acceleration

0,24

70-100

Steady speed

100

Acceleration

0,28

100-120

Steady speed

120

tconst5

’

Deceleration

coastdown

[120-dv5]

Δtcd5

18-end

If dv5 > = 80

Deceleration

-0,69

[120-dv5]-

16-Δt5

34-Δt5

Deceleration

-1,04

80-50

Deceleration, clutch

disengeged

1,39

50-0

Idling

20-Δt5

If 50 < dv5 < 80

Deceleration

-1,04

[120-dv5]-

8-Δt5

18-Δt5

Deceleration, clutch

disengeged

1,39

50-0

Idling

20-Δt5

If dv5 < = 50

Deceleration, clutch

disengeged

1,39

[120-dv5]-

10-Δt5

Idling

20-Δt5

3.5 Determination of the CO2 emissions of the eco-

innovative vehicle under modified testing conditions

( )

The emissions of CO2 of the eco-innovative vehicles

shall be measured in accordance with Annex 6 of

UN/ECE Regulation No 101 (Method of measuring

emissions of carbon dioxide and fuel consumption of

vehicles powered by an internal combustion engine

only). The following elements shall be modified:

− The preconditioning of the vehicle (at least one

complete initial NEDC or mNEDC is conducted),

− The speed profile (variability of test conditions is

determined),

− The number of tests.

The complete test procedure on the test bench

shall be repeated at least three times. The arithmetic

mean of the CO2 emission from the eco-innovation

vehicle

( )

and the respective standard deviation

of the arithmetic mean

( )

shall be calculated.

3.6 Determination of the CO2 emissions of the baseline

vehicle under modified type approval hot start

conditions

( )

hot

The CO2 emissions of the baseline vehicles have to be

measured in accordance with Annex 6 of UN/ECE

Regulation No 101 (Method of measuring emissions

of carbon dioxide and fuel consumption of vehicles

following elements shall be modified:

− The preconditioning of the vehicle (at least one

complete initial NEDC or mNEDC is conducted),

− The number of tests.

The complete test procedure under type approval

(NEDC) hot start conditions on the test bench shall be

repeated at least three times. The arithmetic means of

the CO2 emission from the baseline vehicle

( )

hot

and the respective standard deviation of the

arithmetic mean

( )

hot

BTA

shall be calculated.

3.7 Calculation of the CO2 savings

The formula to calculate the CO2 savings is the

following (1):

( ) ( )

CO MC MC MC TA TA TA

C B E UF B E UF= −  − − 

(1)

where:

- CO2 savings [gCO2/km],

- Arithmetic mean of the CO2 emissions of the

baseline vehicle under modified testing conditions

[gCO2/km],

- Arithmetic mean of the CO2 emission of the

eco-innovation technology vehicle under modified

testing conditions [gCO2/km],

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- Arithmetic mean of the CO2 emission of the

baseline vehicle under type approval (NEDC) testing

conditions [gCO2/km],

- Arithmetic mean of the CO2 emission of the

eco-innovation technology vehicle under type

approval (NEDC) testing conditions [gCO2/km],

- Usage factor of the coasting technology under

modified conditions, which is 0,52 for vehicles

equipped with a conventional powertrain and an

automatic transmission and 0,48 for vehicles

equipped with a conventional powertrain and a

manual transmission with an automated clutch,

- Usage factor of the coasting technology under

type approval (NEDC) conditions.

Since the innovative technology is not active

under type approval (NEDC) conditions, the general

equation for calculating the CO2 savings can be

simplified as follows: (2):

( )

CO MC MC MC

C B E UF= − 

(2)

The term UFMC of the Formula 2 will be hereafter

simply written as ‘UF’ since it is the unique usage

factor thanks to the previous simplification. To

determine BMC, the same modified testing conditions

should be followed by a vehicle which does not have

the coasting function.

The assumption is that the baseline vehicle is able

to perform a sailing curve (line 2′ in Fig. 2) without

disconnecting the engine from the wheels, although

with lower efficiency than a coasting vehicle (able to

disconnect the engine from the wheels). Sailing is

intended as the hypothetical coasting behaviour of

the baseline vehicle.

Figure 2. Sailing curve for baseline vehicle

A common characteristic of a baseline vehicle is

that, during deceleration phases of the type approval

(NEDC) (3) and modified (2′ + 3′) testing conditions,

no fuel is used (cut-off). The definition of the coasting

curve (1′ + 2′ + 3′) for the baseline vehicle is

a complex process since different parameters are

involved (e.g. gear range, electric power demand,

transmission temperature). Since it would therefore

be difficult for the driver to follow this speed trace

without exceeding the speed and time tolerances, it

has therefore been proposed to use a conversion

parameter (i.e. c-factor) to calculate the CO2 emissions

of the baseline vehicle under modified conditions

(

) from the CO2 emissions of the baseline vehicle

emissions under type approval (NEDC) hot start

conditions (

hot

). The relation between

hot

and

is defined using the c-factor, shown on the

following formula (3):

hot

(3)

As consequence, formula (2) becomes:

( )

CO TAhot MC

C c B E UF=  − 

(4)

where:

- Conversion parameter which is 0,960,

hot

- Arithmetic mean of the CO2 emission of the

baseline vehicle under type approval (NEDC) hot

start conditions [gCO2/km],

- Arithmetic mean of the CO2 emission of the

eco-innovation vehicle under modified testing

conditions [gCO2/km],

- Usage factor of the coasting technology under

modified conditions, which is 0,52 for vehicles

equipped with a conventional powertrain and an

automatic transmission and 0,48 for vehicles equipped

with a conventional powertrain and a manual

transmission with an automated clutch.

The usage factor has been defined by formula (5):

mNEDC

RCD

(5)

where:

RCD

- Relative coasting distance under real world

conditions [%],

mNEDC

RCD

- Relative coasting distance under

modified NEDC testing conditions [%].

The relative coasting distance RCD under real

world conditions is defined as the distance travelled

with coasting active divided by total driving distance

per trip.

3.8 Calculation of the uncertainty

The uncertainty of the total CO2 saving should not

exceed 0,5 g CO2/km formula (6):

0,5 /

s gCO km

(6)

where:

- Statistical margin of the total CO2 saving [g

CO2/km].

The formula to calculate the statistical margin is

(7):

( )

TA MC

hot

TA MC UF

c UF s UF s

c B E s

  + −  +



+  − 



(7)

where:

- Statistical margin of the total CO2 saving [g

980

CO2/km],

- Conversion parameter which is 0,960,

hot

- Arithmetic mean of the CO2 emission of the

baseline vehicle under type approval (NEDC) hot

start conditions [gCO2/km],

hot

BTA

- Standard deviation of the arithmetic mean of

the CO2 emission of the baseline vehicle under

modified testing conditions [gCO2/km],

- Arithmetic mean of the CO2 emission of the

eco-innovation vehicle under modified testing

conditions [gCO2/km],

- Standard deviation of the arithmetic mean of

the CO2 emission of the eco-innovation vehicle under

modified testing conditions [gCO2/km],

- Usage factor of the coasting technology, which

is 0,52 for vehicles equipped with a conventional

powertrain and an automatic transmission and 0,48

for vehicles equipped with a conventional powertrain

and a manual transmission with an automated clutch,

- Standard deviation of the arithmetic mean of

the usage factor, which is 0,027.

The calculated CO2 savings value

and the

statistical margin of the CO2 saving

( )

must be

rounded up and expressed to a maximum of two

decimal places. Each value used in the calculation of

the CO2 savings (i.e.

hot

and

) can be applied

unrounded or must be rounded up and expressed to

a minimum number of decimals which allows the

maximum total impact (i.e. combined impact of all

rounded values) on the savings to be lower than 0,25

gCO2/km.

In order to demonstrate that the 1 gCO2/km

threshold is exceeded in a statistically significant

way, the following. Formula shall be used:

CO C

MT gCO km C s=  −

(8)

where:

- Minimum threshold [gCO2/km],

- CO2 savings [gCO2/km],

- Statistical margin of the total CO2 saving [g

CO2/km].

Where the CO2 emission savings, as a result of the

calculation using Formula 4 are below the threshold

specified in Article 9(1) of Implementing Regulation

(EU) No 725/2011, the second subparagraph of Article

11(2) of that Regulation shall apply.

4 THE EXAMPLES OF APPLICATION OF AN

AUTOMATIC ENGINE SHUTDOWN

FUNCTION AT IDLE RUNNING

Coasting ensures low level of emission and noiseless

and smooth ride on long stretches. This system turns

the engine off during momentum ride, therefore, fuel

is not consumed. Therefore, during normal ride, we

can save up to 10% of fuel. An engine is turned off

without an interference of a driver, when the system

recognizes that it is possible to keep the speed during

momentum ride, for example, at a slight drop or after

removing the foot from the accelerator. When the

driver presses accelerator or brake pedal, an engine

turns on again. More and more new cars equipped

with an automatic gearbox has „sailing” coasting

mode. Its essence is controlled declutching. Profit and

loss balance is what matters while fighting for every

gram of emitted carbon dioxide. While braking an

engine, fuel is not consumed, but a car quickly loses

kinetic energy. An engine working at idle running

burns about 0,7 l/h, however, speed decreases slowly

– a car can cover a few hundred meters. According to

the producers of Audi A8 48, volt power system

enables to „sail” when combustion unit is turned off

even for 40 seconds at a speed between 55 and 160

km/h. An engine turning off at a speed of 140 km/h

effectively reduces fuel of CO2 emission. Whereas,

after removing the foot from the accelerator at a

speed of 60 km/h, Audi A3 equipped with a sailing

mode turned on covers a distance of 703m. In normal

gearbox operation mode only 239m. Coasting 2.0 is

mounted in new VW cars. In accordance with initial

calculations, new technology will allow in new cars to

burn on the average by 0,4 l/100 km less fuel than

version equipped with standard engine and by about

0,2 l/100 km less in comparison with comparable

model equipped with current sailing function (with

engine turned on). According to the French

manufacturer, Peugeot cars equipped with a sailing

system burns on the average 15% of fuel less in the

city than the versions without an automatic engine

shutdown system.

Taking into account that 3,1 kg of carbon dioxide

(0,322 kg of fuel must be consumed for 1 kg of CO2) is

generated during complete and perfect combustion of

1 kg of petrol, mass of fuel when the engine works at

idling was determined. The intensity of emission of

carbon dioxide of the examined engine under such

conditions is 0,76 g/s. It was used to assess the mass

of fuel during working time unit of the engine

formula (9):

0,76 g/s CO2 · 0,332 g Petrol/g CO2 = 0,245 g/s Petrol (9)

Taking petrol density into account

(ρ = 0,745 g/cm

) volumetric intensity of fuel

consumption was obtained (10):

0,76 g/s CO2 · 0,332 g Petrol/g CO2/0,745 g/cm

= 0,33 cm

/s Petrol (10)

Assuming reduction of fuel burning by applying

the function of turning the engine at idle running off,

savings of CO2 emission at 0,4 l/100 km were

calculated. CO2 saving is 0,94 [kg/100km].

5 CONCLUSION

Thanks to new coasting function, the drivers using

the vehicles equipped with an internal combustion

engines may ride in the mode of zero emission,

without noise and low resistance for most of the

driving. This innovative technology stops an engine,

when the vehicle is driving allowing to save fuel.

Every time that the vehicle can keep the speed simply

through sailing, for example, at small inclination - an

engine is turned off. The tests made in many research

centres showed that internal combustion engines

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work unnecessarily for about 30 per cent of time,

which means that a vehicle may simply cover about

one third of every distance. Although these phases

are not included in the New European Driving Cycle

(NEDC), under real traffic conditions, this function

will let a driver to save about 10% of fuel. Coasting

function can be bought at an affordable price and can

be connected with any type of an internal combustion

engine, considerably reducing fuel consumption.

According to statistics, average annual covered

distance is about 11 500 kilometres. If every new car

was equipped with coasting system and emitted only

10 grams lower CO2 per kilometre, theoretical annual

reduction of CO2 will be more than 30 000 metric

tonnes. In the future, we should expect that coasting

systems will be mounted in all types of cars, just like

an air conditioner.

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