THE RESEARCH OF PUBLIC TRANSPORT ENTERPRISES

QUOTA FLOATING FUEL

National Standard GB4353 Fuel Consumption for Passenger Vehicles in

Operation Applied to the Public Transport Enterprise

Yeshi Yuan and Minghong Liu

ChongQing New Town Public Transport Co.,Ltd, ChongQing, China

Keywords: Public transportation, Fuel consumption management, Floating quota, Energy consumption.

Abstract: The research of fuel floating quota is an important innovation for unban public transport fuel quota

management. In this paper ,based in national standard GB4353 Fuel consumption for passenger vehicles in

operation, carried out the study of how to make fuel quota scientifically in urban public transport enterprises

,and combined with actual data to confirm. Many years of practice, research results have proved highly

scientific and feasible.

1 INTRODUCTION

The evaluation on the fuel consumption of public

transport enterprises is in a quota assessment mode

for a long time. That is, when the plan is issued at

the beginning of the year, set a fuel consumption

quota for one bicycle in a month, and then carry the

assessment into execution. In general, the planned

quota is se down by combining historical

experiences with measured data. This practice has a

few drawbacks as follows:

Firstly, quota data based on experiences lacks

credibility. Once historical experiences have

deviation, the quota data will be in error.

Secondly, since there are no experiences in new

routes and new models, we take the measurement by

stimulating full load or laying down a quota data

based on the constitutor’s experiences. After

commissioning after some time, make correction in

according to the real data. With the changes of

passenger flow volume and climate, the fuel

assumption of passenger vehicles also changes. No

matter for passengers, drivers or companies, the

quota quantitative assessment is neither scientific

nor reasonable. At the same time, it is possible for

most of the drivers who are in responsible for new

routes and new models to drive in a higher fuel

consumption way, just in order to get a relatively

loose quota policy.

Therefore, the traditional quota customization

method is unable to solve the questions such as how

to establish fuel consumption when passenger flow

volume, roads or climate change. So one of the most

important problems in transit enterprises

management is the establishment of a scientific and

reasonable fuel plan quota.

2 THE MAIN FACTORS THAT

AFFECT BUS FUEL

CONSUMPTION

Most of Chongqing buses use natural gas. Combined

with national standard GB4353 Fuel consumption

for passenger vehicles in operation, the author

deems that the following factors exist:

Firstly, the factor of LPG station: the accuracy of

gas-send machine’s measurement, the amount of

water and sulphur cut in natural gas, pressure in

sending gases, etc.

Secondly, the factors of roads: quantities and

grades of slopes in urban lines, traffic jam situation,

the amounts of stops, traffic lights and pedestrian

crossing, the frequency of vehicle’s starting.

Thirdly, the factors of vehicle situation: the bus’s

weight, engine displacement, vehicle’s working life,

repairing degree, etc.

291

Yuan Y. and Liu M..

THE RESEARCH OF PUBLIC TRANSPORT ENTERPRISES QUOTA FLOATING FUEL - National Standard GB4353 Fuel Consumption for Passenger

Vehicles in Operation Applied to the Public Transport Enterprise.

DOI: 10.5220/0003603102910296

In Proceedings of the 13th International Conference on Enterprise Information Systems (BIS-2011), pages 291-296

ISBN: 978-989-8425-54-6

 2011 SCITEPRESS (Science and Technology Publications, Lda.)

Fourthly, the factors of drivers’ corporation: the

same road line and the same vehicle, differences

between old and new drivers, and differences of

Energy-saving consciousness.

Fifthly, passenger turnover: the quantity of

passengers load and the frequency of passenger

transfer.

Sixthly, influences of climate: as gas fuel,

climate has a great influence on gas density, some

abnormal conditions as ice blocking also occurs.

Seventhly, influences of altitude: altitude has an

effect on fuel consumption as well as on engine’s

influx of air.

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3 PROBLEM ANALYSIS AND

SOLUTION

According to national standard GB4353 Fuel

Consumption for passenger vehicles in operation, at

the same operation condition, the fuel consumption

of a large passenger-car is

Q =(

S/100+

S/1000+

(G-

G )

S/100)

(1)

In this formula,

——vehicle’s operation fuel consumption，L；

q ——The basic car fuel consumption，L/100km；

q ——Basic additional fuel consumption of

passenger turnover，L/1000p·100km;

q ——Basic additional fuel consumption of the

vehicle’s own weight，L/100t·km;

——The distance that the bus runs in the same

operation condition，km;

——the amount of passengers，p;

——the bus’s own weight；

G ——buses’ standard weight ；

——Road correction coefficient

——Temperature correction coefficient；

——the altitude correction coefficient；

According to the theoretical data provided by

Engine manufacturer: 1

natural gas can replace

1.08L gasoline, but due to its uncompleted

combustion, the actual computation is 1

＝1L.

Compared with the vehicle running environment

in national standard formula, the vehicle running

environment in transit enterprises has many

drawbacks. It can not meet S’s (the vehicle’s

travelling distances in the same condition) design

conditions, mainly in several aspects as follows:

1, because buses need to stop in many settled

stops, they must moor and start many times;

2, because passengers get on and off the bus in

different stops, the amount of passengers in different

stops are not the same, thus causes bigger loading

section difference.

3, the Index test environment in national standard

formula is the standard running fuel consumption,

experimenters will not save or waste fuel intended.

However, bus companies often have a quota

appraisal on drivers, in order to strengthen their

energy saving consciousness and effects. Therefore,

in calculating bus route data, it is necessary to

consider the condition when drivers save fuel

intended.

In view of these factors and national standard

data, this essay makes an analysis of historical fuel

consumption data

Firstly, it makes an analysis and comparison of

three factors’ influences on fuel consumption, which

are

Illustration: the statistical proportion of per-

bicycle passenger throughout is 1:10000; the

statistical proportion of per-bicycle income statistics

1:10000 ； the statistical proportion of per-bicycle

natural gas consumption is 1:1000.

Figure 1: The average.

Note: the account form of per-bicycle passenger

throughout: 1, income in IC card

From chart one, we can see that per-bicycle

passenger throughout changes in accordance to per-

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292

bicycle natural gas consumption. So there is a

relatively stable relationship between passenger

throughout and natural gas consumption.

Meanwhile, because of the influences of the

discount in IC card and chartered cars, the curve of

passenger transport income and distance income

changes irregularly. Therefore, it is possible to

regard per-bicycle passenger throughout as one of

the parameters of fuel consumption quota.

Secondly, Chongqing has four distinct seasons.

In summer the temperature is often above 37℃, in

winter it is below 5 ℃ . According to relevant

material, the ideal temperature of gasoline is

between 5 ℃ and 28 ℃ . Natural gas has a lower

density than gasoline, so it is more greatly

influenced by temperature.

Figure 2: The automobile.

From chart two we can see that temperature has

an influence on fuel consumption. In Chongqing,

passenger capacity in different seasons has marked

differences. Especially in summer, the high

temperature and summer vacation makes less people

go outward by bus, and also bring an effect on fuel

consumption. In chart two, the amount of passenger

capacity has not been taken into consideration, so it

is not accurate. Therefore, it is necessary to bond

passenger capacity together to analyze the effect that

is brought by temperature. As shown in figure 3:

Figure 3: The nature gas.

Chart three analyses passenger capacity’s

influence on natural gas consumption. It seems that

this chart corresponds with rules. In summertime per

capita natural gas consumption is the highest, winter

is in the second place and spring and fall is the

lowest. According to the analysis results and

practical experience, the high temperature in

summer has a big influence on natural gas

consumption, which causes the highest consumption

proportion. The consumption in winter is influenced

by some factors such as temperature, the

consumption proportion is higher than which in

spring and fall.

Thirdly, the experimental environment of transit

enterprises is different from national standard

environment, which cannot be operated in the same

environment for a long time. But due to the buses’

fixed line, there is a law to observe. Use a line for a

unit, and ascertain corresponding modulus based on

fuzzy average method, and then make a comparison

of the coefficient in national standard data.

In national standard data, fuel consumption

consists of four sections: totally basic consumption,

passenger turnover, the empty bus’s weight,

environment condition. Basic operating conditions:

monthly average temperature is between 5℃and 28,

the altitude is no more than 500m.

 Totally Basic Consumption

Totally basic consumption refers to the fuel

consumption when the vehicle runs per kilometre in

basic running conditions. In national standard, there

is a standard for some modes. However, what we

need to notice in actual process is that vehicles in the

same type have different basic consumption if they

have distinctive engine displacements. For instance,

Dongfeng cycling vehicles’ engine displacement is

5.42L, totally basic consumption is 23. But if it has a

NQ160 fitting, the engine displacement is 5.96L. it

increases 11 percent when compared with EQ6100

engine. Correspondingly, basic consumption should

be added to 25.3.

The following chart is the totally basic

consumption of different types in national standard:

Table 1: National standard.

Vehicle’s

types

Jiefang Dongfeng Huanghe

bicycle hinge bicycle bicycle hinge bicycle

23.5 28 23 23.5 28 23

L／100km

 Passenger Turnover

The national calculation of fuel consumption needs

to meet several factors, that is, at the same distance,

THE RESEARCH OF PUBLIC TRANSPORT ENTERPRISES QUOTA FLOATING FUEL - National Standard GB4353

Fuel Consumption for Passenger Vehicles in Operation Applied to the Public Transport Enterprise

293

the environment same as passenger turnover and

load level should accorded with each other. But the

vehicle operation is affected by several factors such

as stops intensity, passengers’ get-on-and-off

frequency and road changing conditions. Because

the operation environment in every section has

significant changes, these factors should be

considered reasonably.

Suppose there are buses A and B, which are the

same type, run in the same section and load the same

amount of passengers and their drivers’ operation

level are the same. If passengers in bus A get on and

off the bus frequently, then A has fewer passengers

in united time, and it is loose in the bus, thus causes

a low fuel consumption: in contrast, B has more

passengers in united time, and it is crowded in the

bus, thus causes a high fuel consumption. Analogize

in turn, for buses which have the same amount of

passengers and same distances, the longer they run,

the lower fuel they consumed. It is corresponded

with the notion that every section in the formula uses

kilo consumption as a unit and uses person/

kilometres method.

The following chart is the basic additional fuel

consumption of different vehicles’ passenger

turnover:

Table 2: The consumption of turnover.

Vehicle’s types

Jiefang Dongfeng Huanghe

bicycle hinge bicycle hinge bicycle hinge

1 0.75 0.8 0.7 0.75 0.55

L／1000p·km

 The Empty Bus’s Weight

In calculating fuel consumption, it is necessary to

take

the empty bus’s weight into account. In this

respect, buses’ application is the same with national

calculating method. The vehicle’s weight increment

（△G ） minus standard vehicle weight

G (see

chart two). Because the numerous number of buses,

it is necessary to use some simple skills in

calculating. For example, people collection bus and

automated collection bus can increase or decrease

attendants’ weights, and CNG vehicle buses can

calculate bottles’ weight together. For the same type,

the bus with air conditioners and those without air

conditioners can be calculated together.

The following chart is the basic additional fuel

consumption of different vehicles’ standard weight

and weight changes:

Table 3: The consumption of standard weight.

Vehicle’s types

Jiefang Dongfeng Huanghe

bicycle hinge bicycle hinge bicycle hinge

（吨）

6 9.3 6.2 10.5 8.3 13.5

1.5 1.2 1.25 1 1.15 0.85

L／100t·km

 The Correction Coefficients of Roads,

Altitudes and Seasons

The application of buses should use every line as a

unit and test it based some factors such as the

amount of slopes, the density of stops and traffic

lights, traffic jam situation, closed situation and

standard ruining speed. At the beginning, it is

feasible to imitate historical data and test and modify

it gradually.

The following chart is the reference road correction

coefficient of different levels of highways and urban

roads.

Table 4: The reference road correction coefficient.

Road category The first category

The second

category

The third category The fourth category The fifth category The sixth category

Highway

levels

Plains, rolling

terrain, highways of

first, second and

third level

Plains, rolling

terrain, highways

of the fourth level

Ridges and weigh

grave、highways

of second and

third level

The Highways

beyond plains and

weigh grave

The fourth level

highways beyond

plains and weigh

grave

Highways beyond

ridges and heavy

high

Urban road levels

Plains, rolling

terrain, highways

of the first,

second, third and

fourth level

Heavy ridges’

highways of the

first, second, third

and fourth level

Roads beyond

levels

Road correction

coefficient

1.00 1.10 1.25 1.35 1.45 1.70

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As we said above, natural is more greatly

affected by temperature than gasoline. According to

the operation of this system in Chongqing, the

experiences are that in specific operation, the

median should be obtained by monthly temperature

changes.

Table 5: The median.

Monthly average

temperature

Lower

than 5℃

5－12℃ 12－35℃

Higher

than 35℃

Temperature correction

coefficient Kt

1.03 1.01 1.00 1.02

The national standard provides altitude

correction coefficient

Table 6: Correction coefficient.

altitude

≤

500

>500-

1500

>1500-

2500

>2500-

3500

>3500

altitude

correction

coefficient Kh

1.00 1.03 1.07 1.13 1.20

According to the former analysis and vast actual

data simulation computation, the fuel consumption

formula which is applied to buses is obtained:

Q =(

S/100+

S/1000+

(G-

G )

S/100)

(2)

In this formula,

Q ——vehicle’s operation fuel consumption，L；

q ——the basic car fuel consumption，L/100km；

——Basic additional fuel consumption of

passenger turnover，L/1000p·100km;

——Basic additional fuel consumption of the

vehicle’s own weight，L/100t·km;

—— the distance that the bus runs in the same

operation condition，km;

——the amount of passengers，p;

——the bus’s own weight；

——buses’ standard weight ；

——Road correction coefficient

——Temperature correction coefficient；

——The altitude correction coefficient；

In order to verify the method, especially the

influences of persons, we select some representative

lines to make s comparison. In chart six, lines A, B

and C have similar environment:

1, ring cars in the same region, small operation limit,

same section

2, operated by the same branch office, repaired in

the same warranty factory

3, because of the same operation date, their types are

the same, drivers’ conditions, skills and working

ages are similar.

The three lines are mainly different in directions,

lines and especially in passenger capacity; the

following chart is their operation in November:

Table 7: The three line.

llines

Quota Q

（cube/100 km)

Actual quotab Q

（cube/100 km）

actual

difference

basic

consumption in

empty q

Basic additional

consumption of

passenger

turnover q

Daily

passenger

amount of a

bus N

Aline A 35.83 35.97 -0.14 23 0.8 944.5

Lline B 34.92 35.03 -0.11 23 0.8 898.5

Cline C 33.36 33.12 0.24 23 0.8 762

Bus passenger

flow section

coefficient FN

Daily distance

basic consumption

of the bus’s weight

The bus’s e

weight G

（ton）

Road correction

coefficient Kr

Season

correction

coefficient K

The altitude

correction

coefficient K

2 217.9 1.25 7.55 1.1 1 1

2 234.2 1.25 7.55 1.1 1 1

2 256.5 1.25 7.55 1.1 1 1

THE RESEARCH OF PUBLIC TRANSPORT ENTERPRISES QUOTA FLOATING FUEL - National Standard GB4353

Fuel Consumption for Passenger Vehicles in Operation Applied to the Public Transport Enterprise

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According to the former analysis, line A and B,

which has more passengers, consume more natural

gas, and C, which has fewer passengers, consume

less natural gas. The highest deviation of calculation

quota is 7.19 ‰. So the formula can reflect fuel

consumption in a relative genuineness

This kind of fuel planning system has proved a

strong manoeuvrability after several years’ operation

in bus limited company in New City, Chongqing and

has received extensive approve. The foundation of

this mathematical model is a reformation and

innovation of bus energy management. It provides

new thinking patterns at the same time. For example,

it can applied in a large extent, and it can be

perfected gradually, and make more contribution to

public transport enterprise's scientific management.

REFERENCE

National Standard GB4353 Fuel Consumption for

passenger vehicles in operation

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