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Mohamed et al. 2015. Int. J. Vehicle Structures & Systems, 7(3), 85-91
ISSN: 0975-3060 (Print), 0975-3540 (Online)
doi: 10.4273/ijvss.7.3.01
© 2015. MechAero Foundation for Technical Research & Education Excellence
Inter nati onal Jour nal of
Vehicle Structures & Systems
Available online at www.maftree.org/eja
Assessment of Manual, Automatic and Continuously Variable Transmission
Powertrains for Gasoline Engine Powered Midsize Saloon Vehicle
Eid S. Mohameda, Mohamed I. Khalil and Shawki A. Abouel-Seoud
Automotive Eng. Dept., Helwan University, Cairo, Egypt
a
Corresponding Author, Email: eng_eid74@yahoo.com
ABSTRACT:
Modern integrated powertrains allow great scope for improvements in driveability, emissions and fuel consumption by
optimizing the engine speed and load selection to deliver the demanded power. The aim of this study is to assess the
exhaust emissions, road performance, road acceleration and fuel consumption of gasoline engine powered vehicle. The
proposed emission index and fuel consumption rate are verified through chassis dynamometer tests using the urban
part of European drive cycle (ECE-15). A midsize saloon vehicle equipped with an integrated gasoline engine with
manual transmission (MT), automatic transmission (AT) and continuously variable transmission (CVT) powertrains.
The results indicate that most of the carbon monoxide, carbon dioxide and unburned hydrocarbons emission,
driveability and fuel consumption rate were improved for the CVT powertrains.
KEYWORDS:
Gasoline engine; Continuously variable transmissions; Fuel consumption; Driveability; Emissions
CITATION:
E.S. Mohamed, M.I. Khalil and S.A. Abouel-Seoud. 2015. Assessment of Manual, Automatic and Continuously
Variable Transmission Powertrains for Gasoline Engine Powered Midsize Saloon Vehicle, Int. J. Vehicle Structures &
Systems, 7(3), 85-91. doi:10.4273/ijvss.7.3.01
generated in each case owing to their differing formation
mechanisms. Thus, it is not possible to arrive at a
globally optimum line. To resolve this difficulty the
regulated exhaust emissions are combined with fuel
economy in a weighted sum, which is minimized across
the operating power range of the engine [1-3].
Vehicle powertrains are becoming increasingly
complex as the scope offered to improve vehicle
performance, economy and emissions is explored.
Considerable benefit may be derived from operating the
engine and transmission in an integrated manner, using a
single controller to interpret the driver’s wish and
accordingly instruct the engine and transmission
controllers. Crucial to the success of such system are the
basic specification of major components and the design
of overall powertrain control strategy. Continuously
variable transmission (CVT) can provide a better
performance of vehicle concerning the fuel consumption
and driveability [4-5]. Deacon et al [6] implemented
artificial intelligence and more traditional and intuitive
methods for an integrated diesel CVT powertrain and
compared with an existing controller and equivalent
manual transmission (MT) powertrain. Chassis
dynamometer results show the newly designed controller
strategies to have significant impact on vehicle exhaust
emissions, while the structure of the software allows the
controller action to be highly tuneable and flexible to
balance the vehicle driveability requirements with
economy and emissions targets.
One of the fundamental concepts in the integrated
driveline control is the ideal operating point (IOP) which
is defined as the engine speed and load which delivers
ACRONYMS & NOMENCLATURE:
MT
AT
CVT
CO
CO2
HC
FCR
EI
UDC
NEDC

(X)MT
(X)AT,CVT
PFMT
Manual Transmission
Automatic Transmission
Continuously Variable Transmission
Carbon Monoxide
Carbon Dioxide
Hydrocarbons
Fuel consumption rate (g/s)
Emission Index
Urban Driving Cycle
New European Driving Cycle
Fuel/air equivalence ratio
Value for manual transmission
Value for automatic or CVT
Percentage Factor for various transmissions as
compared with MT
1. Introduction
In the current environmental and political framework,
exhaust emissions are fundamental considerations in the
development of any powertrain control strategy. Despite
this there has been comparatively little published work
concerning the optimization of exhaust emissions.
Additionally, fuel economy must not be neglected as it
will remain as a crucial measure of vehicle efficiency.
Extending the earlier work reported, the economy line
concept includes an evaluation of exhaust emissions. The
major flaw of the economy line approach is the failure to
optimize exhaust emissions performance similar to ideal
operating line (IOL) approach. When optimizing for a
single outcome, such as minimum fuel consumption, a
true optimum line is simply generated. If this process is
repeated for each of the pollutants a different line will be
85
Mohamed et al. 2015. Int. J. Vehicle Structures & Systems, 7(3), 85-91
the desired power whilst producing the lowest level of
undesirable emissions. A locus of IOPs may be drawn
across the engine speed/load map and referred to as an
IOL. The undesirable emissions are more wide ranging
than the traditional concern relating to CO2 (directly
analogous to fuel consumption). The aim was to balance
drivability, fuel economy and emissions considerations.
Each controller was tested three times using different
IOLs for best brake specific fuel economy (BSFC),
minimum Nitrogen Oxide (NOx) and a mixed line for
minimum Hydrocarbon (HC) [7]. Carbone et al [8]
utilized CVT with infinite ratio range for automatic gear
change without the need of the friction clutch. The
performance of a mid passenger car provided with
infinitely variable transmission (IVT) was studied.
Vehicle’s fuel consumption was evaluated by means of a
simulation model with the hypothesis to consider the
value of IVT’s ratio speed that minimizes the specific
fuel consumption. The IVT’s performance was
compared with traditional ones. A comprehensive
emissions model was developed and integrated with a
variety of transportation models by Schulz et al [9].
Second-by-second engine-out and tail pipe emissions
data were collected on 340 light duty vehicles, tested
under “as is” conditions. Variability in emissions of CO2,
CO, HC and NOx were observed over various driving
modes. An initial statistical analysis and model
validation using bootstrap validation methods were
summarized. The bootstrap methodology was shown to
be a valuable tool during model development.
In this work, the influence of various driving cycles
on vehicle exhaust emissions and fuel consumption rate
(FCR) of a gasoline midsize saloon vehicle was
investigated based on the measurements obtained by
driving it on a standard chassis dynamometer. The tests
were carried out for urban part of the European standard
driving cycle (ECE-15) for the vehicle equipped with an
integrated gasoline engine with MT, automatic
transmission (AT) and CVT powertrains. An estimation
of emission index (EI) and FCR from the exhaust
emissions based on well established formulae is
provided and its effectiveness is verified through tests.
and acceleration, this can predict the corresponding
second-by-second EI [13-14].
FCR is calculated using the following carbon
balance formula [14]:
 CO2 CO 
FCR  

  12  1.85  HC
28 
 44
Where 44, 28, 12 and 1 are the molecular weights of
CO2, CO, C and H respectively. Constant 1.85 is the
approximate number of molecules of hydrogen per
molecule of carbon in the fuel. CO2, CO and HC are the
measured engine-out emission rates. This formula
derives the equivalent mass of hydrocarbon from the
carbon balance of the emissions measurements.
The powertrain transmissions assessment is
undertaken by calculating the percentage factor (PFMT,
%) for various transmissions as compared with MT.
These transmissions are compared directly with MT in
terms of the vehicle power, EI, fuel economy and
acceleration performance using:
PFMT , % 
 X MT   X AT , CVT
(4)
 X MT
and  X AT , CVT is the value for MT and,
Where:  X MT
value for AT or CVT powertrain respectively.
3. Test setup and instrumentation
The experimental tests were carried out using in-use
midsize saloon vehicle Mitsubishi Lancer. Its maximum
power is 122 HP at 4800 rpm and maximum torque 167
Nm at 3600 rpm. The original configuration of vehicle
had MT powertrain. The MT was replaced by either AT
or CVT with the necessary fixation accessories. The tests
were performed over standard driving cycle executed on
chassis dynamometer. The specifications of the
transmissions are listed in Table 1. The vehicle was
tested over the New European Driving Cycle (NEDC).
This cycle is conducted immediately after the urban
cycle and consists of half steady-speed driving with
accelerations, decelerations and some idling. NEDC
consists of ECE15 and EUDC which correspond to
urban and highway driving conditions in order. ECE15
simulates an average speed of 18.9 km/h and a maximum
speed of 60 km/h. The entire cycle includes 4 repeats of
780 seconds low speed urban cycle to obtain an adequate
driving distance as shown in Fig. 1. The EUDC
simulates an average speed of 63 km/h and a maximum
speed of 120 km/h. In this study, only part of urban cycle
with the duration of 190 seconds is used and its mean
parameters are given in Table 2.
2. Analysis models
For a given vehicle category and its speed and
acceleration time history, the engine emissions model
can predict the corresponding FCR and emissions time
history [10]. The emissions index EIi for content i is
defined as the ratio of engine-out emission rate of
content i as EOi in g/s and FCR in (g/s) using [10-12]:
EI i  EOi FCR
(3)
(1)
Table 1: Specifications of transmission types
Where i denotes generic emission content such as CO2,
CO and HC. Vehicle’s CO and HC pollutant emissions
are investigated using an emission (pollution) index (EI)
as:
Gear
shift
1st
2nd
3rd
4th
5th
Reverse
 CO 1  HC 0.1 
EI  
(2)

2


In which the average of each pollutant is in g/km unit.
The constants 1 for CO and 0.1 for HC are used to make
the EI dimensionless. Given the second-by-second speed
86
MT
2.857
1.950
1.444
1.096
0.761
2.892
Transmission ratio
AT
CVT
3.655
2.368
Infinite number of
1.754 shifts between pulley
ratio 2.349: 0.394
1.322
0.775
4.011
5.69
Mohamed et al. 2015. Int. J. Vehicle Structures & Systems, 7(3), 85-91
pickup transducer is used to measure the vehicle speed in
km/h. Fig. 3 shows a schematic view of the laboratory
chassis dynamometer and the instrumentation system.
For emissions test continuously proportioned samples of
diluted exhaust mixture and diluted air are collected. A
gas analyzer is used to measure diluted exhaust contents
of CO, O2, HC and CO2.
Fig. 1: European driving cycle ECE-15
Table 2: Mean parameters of ECE15 driving cycle – first part
Parameters
Total time
Driving time
Total distance
Average driving speed
Average acceleration
Number of acceleration
Average deceleration
Root mean square of acceleration
Values
190
150
994
23.8
0.348
3
-0.393
0.18
Units
Sec.
Sec.
m
Km/h
m/s2
-m/s2
m/s2
Fig. 3: Schematic of test setup and instrumentation system
4. Results and discussion
4.1. Road performance and acceleration
The chassis dynamometer type SAXON TL-80
simulates the resistive power imposed on the wheels of a
vehicle. It consists of a dynamometer that is coupled via
gearboxes to drive lines that are directly connected to a
set of rollers upon which the vehicle is placed. The
rollers can be adjusted to simulate the required driving
resistance [15]. As the tests were conducted on chassis
dynamometer connected to a single-axle of the vehicle, it
is able to simulate the vehicle road load power demand
as a function of speed and the inertia of vehicle. During
application of a driving cycle, the load is controlled by a
pneumatic system that controls axle load with the side
lying eddy current brake to the roll, which is used on a
wear-measuring system as an information resource for
power investigation. A handheld controller was set to
monitor and change the water flow based on a variety of
control parameters including wheel speed. The test rig is
equipped with an automatic overload protection to
prevent damage to the tire. Fig. 2 shows the test vehicle
on dynamometer and measurement equipments [16].
Figs. 4 to 6 depict responses of measured road power (P)
and road torque (M) from vehicle tests at 100 km/h for
MT, AT and CVT powertrains respectively. The values
of power and torque increases for an increase in the time
(acceleration mode) up to 32 s with values of 259 Nm
and 21 kW for MT. The corresponding values of 40 s
with values of 130 Nm and 12 kW for AT; and 40.5 s
with values of 150 Nm and 40.5 kW for CVT. The
deceleration mode depicted a decrease in performance
values till 75 s for MT, 54 s for AT and 52.5 s for CVT.
The road torque exhibited some fluctuations for MT.
Figs. 7 to 9 show the measurements of time (T) and
distance (S) from which acceleration (A) is calculated
for the considered transmissions respectively. For MT, a
distance of 145 m can be gained in about 18.34 s,
resulting in an acceleration of 5.73 m/s2 at instantaneous
speed of 105 km/h. For AT, a distance of 360 m can be
gained in about 22.5 s resulting in an acceleration of 4.49
m/s2 at instantaneous speed of 101 km/h. For CVT, a
distance of 100 m can be gained in about 19.17 s
resulting in acceleration of 5.27 m/s2 at instantaneous
speed of 101 km/h.
Fig. 2: Test vehicle and measuring equipments
Portable version of infrared gas analyzer is used
during the experimental tests. A HOMANS gas analyzer
equipped with gas sampling probe is used to collect the
exhaust gas from the muffler. The gas is then filtered and
dried before entering the analyzer. Magnetic inductive
Fig. 4: Vehicle road performance for MT at 100 km/h
87
Mohamed et al. 2015. Int. J. Vehicle Structures & Systems, 7(3), 85-91
Fig. 5: Vehicle road performance for AT at 100 km/h
Fig. 8: Vehicle speed and distance for AT
Fig. 6: Vehicle road performance for CVT at 100 km/h
Fig. 9: Vehicle speed and distance for CVT
Vehicle road torque
800
The fluctuations in speed for MT (see Fig. 7) are
attributed to the manual gear shifting process. During
standard upshift in a vehicle fitted with either AT or
CVT there is no torque interruption to the wheels as
observed by flat longitudinal acceleration during the
shift. In order to establish a comparative assessment of
road performance and acceleration at vehicle cruising
speeds of 40, 60, 80, 90 and 100 km/h, Figs. 10 to 13
show the individual maximum values of power, torque,
acceleration and time respectively. Table 3 gives the
maximum values and their corresponding vehicle speeds
for all the three powertrain transmissions.
700
Road Torque (M), Nm
600
500
400
300
Road torque for MT
Road torque for AT
Road torque for CVT
Poly. (Road torque for MT)
Poly. (Road torque for AT)
Poly. (Road torque for CVT)
200
100
0
0
20
40
60
80
100
120
80
100
120
Vehicle speed, km/h
Fig. 10: Max. torque vs. Vehicle speed
Vehicle road power
80
Road power for MT
Road power for AT
Road power for CVT
Poly. (Road power for MT)
Poly. (Road power for AT)
Poly. (Road power for CVT)
Road Power (P), kW
70
60
50
40
30
20
10
0
0
20
40
60
Vehicle speed, km/h
Fig. 7: Vehicle speed and distance for MT
Fig. 11: Max. power vs. Vehicle speed
88
Mohamed et al. 2015. Int. J. Vehicle Structures & Systems, 7(3), 85-91
Vehicle road acceleration
10
Vehicle acceleration (A) for MT
Vehicle acceleration (A) for AT
Vehicle acceleration (A) for CVT
Poly. (Vehicle acceleration (A) for AT)
Poly. (Vehicle acceleration (A) for MT)
Poly. (Vehicle acceleration (A) for CVT)
Road Acceleration (A), m/s^2
9
8
7
6
5
4
3
2
1
0
0
20
40
60
80
100
120
Vehicle speed, km/h
Fig. 14: CO emissions for MT, AT and CVT
Fig. 12: Max. acceleration vs. Vehicle speed
Vehicle road time
400
Time (T) for MT
Time (T) for AT
Time (T) for CVT
Poly. (Time (T) for MT)
Poly. (Time (T) for AT)
Poly. (Time (T) for CVT)
350
Road Time (T), s
300
250
200
150
100
50
0
0
20
40
60
80
100
120
Fig. 14: CO2 emissions for MT, AT and CVT
Vehicle speed, km/h
Fig. 13: Max. time vs. Vehicle speed
Table 3: Max. vehicle road acceleration and corresponding speed
P
M
At 100 km/h
Power
Value Speed, Value, Speed,
train
A, m/s2 T, s
kW km/h Nm
km/h
MT
07
07
590
26
4.99 149.5
AT
30
07
017
27
7.05
350
CVT
32
00
350
20
6.10
100
4.2. Engine-out emissions
Based on the ECE-15, the vehicle emissions of CO, CO2,
HC and EI respectively from the gas analyzer
measurement at road speed 100 km/h with MT, AT and
CVT powertrains are shown in Figs. 14 to 16. The
variation of all emission contents except for CO2 over
time is consistent with the driving cycle. Due to scattered
data, the responses are grouped into 3 ranges of time
duration namely, T1 for 15-25 s, T2 for 50-100 s and T3
for 125-200 s. The CO, HC and EI computed for CVT is
the lowest level followed by AT and MT for all three
time durations. The CO2 measured in T1 and T2 time
durations for AT is the lowest level followed by CVT
and MT. The CO2 measured in T3 duration for CVT is
the lowest level followed by AT and MT. In order to
establish a comparative assessment, an average value
was created for emission parameters at vehicle cruising
speeds of 40, 60, 80, 90 and 100 km/h and presented in
Figs. 17 to 20. Table 4 gives the minimum values for the
emission parameters and their corresponding vehicle
speeds for all the three powertrain transmissions.
Furthermore, the vehicle fitted with CVT gave lowest
emissions of CO, CO2, HC and EI in the time period of
measurement compared with the other two transmissions
considered in this study.
Fig. 15: HC emissions for MT, AT and CVT
Fig. 16: EI for MT, AT and CVT
Table 4: Minimum values of vehicle emissions
Power
train
MT
AT
CVT
89
Min. value of emission
(60 km/h)
Min. EI and Speed
CO
CO2
HC
%
ppm
ppm Value
km/h
0.64
7.20
24.64 44.50
70
0.61
7.38
23.94 33.65
62
0.46
7.17
20.37 31.15
60
Mohamed et al. 2015. Int. J. Vehicle Structures & Systems, 7(3), 85-91
Emission – carbon monoxide (CO)
1
the FCR responses are divided into T1 to T3 duration
ranges of time. The FCR computed for CVT is the
lowest rate followed by AT and MT in all the three
durations. In order to establish the comparative
assessment, an average FCR at vehicle cruising speeds
of 40, 60, 80, 90 and 100 km/h is given in Table 5. The
vehicle when equipped by the CVT exhibits the lowest
FCR in the time period of test compared with the other
two transmissions considered in this study.
Carbon Monoxide (CO), %
0.9
0.8
0.7
0.6
0.5
0.4
Emission, CO% – MT
Emission, CO% – AT
Emission, CO% – CVT
Poly. (Emission, CO% – CVT)
Poly. (Emission, CO% – AT)
Poly. (Emission, CO% – MT)
0.3
0.2
0.1
0
0
20
40
60
80
100
120
100
120
Vehicle speed, km/h
Fig. 17: CO emissions vs. Speed
Carbon Dioxide (CO2)
Carbon Dioxide (CO2) , ppm
9
Emission, CO2 , ppm – MT
Emission, CO2 , ppm – AT
Emission, CO2 , ppm – CVT
Poly. (Emission, CO2 , ppm – MT)
Poly. (Emission, CO2 , ppm – CVT)
Poly. (Emission, CO2 , ppm – AT)
8.8
8.6
8.4
8.2
8
7.8
7.6
7.4
7.2
Fig. 21: FCR for MT, AT and CVT
7
0
20
40
60
80
Table 7: Average FCR for MT, AT and CVT, Min. value is in bold
Vehicle speed, km/h
Power
train
MT
AT
CVT
Fig. 18: CO2 emissions vs. Speed
Hydrocarbon, (HC)
50
Em ission, HC , ppm – MT
Em ission, HC , ppm – AT
Em ission, HC , ppm – CVT
Poly. (Em ission, HC , ppm – MT)
Poly. (Em ission, HC , ppm – AT)
Poly. (Em ission, HC , ppm – CVT)
45
Hydrocarbon (HC), ppm
40
35
30
4.4. Powertrain transmissions assessment
25
20
The percentage of vehicle power, EI, fuel economy and
acceleration performance of various transmissions as
compared to MT are presented in Table 9 and Fig. 22.
The acceleration performance (A) exhibits high
percentage …
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