Class-8 Heavy Truck Duty Cycle Project Final Report - Center for ...

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70% 60% 50% 40% 30% 20% 10% 0% Idling Time as % of Total Time Idling Fuel as % Total Fuel Consumed 0-5 min 5-15 min 15-60 min 60-120 min 120-180 min 180-240 min 240+ min Time Interval Fig. 67. Distributions of Time Spent and Fuel Consumed while Idling (All Trucks, All Trips) 6.3.2 Class-8 Truck Fuel Efficiency Using the information presented in Table 14 it is possible to compute the fuel efficiencies of tractors equipped with NGSWBTs and regular dual tires, hauling any type of load. This information is presented in Table 17 and shows that, overall, trucks with tractors equipped with NGSWBT tires present better fuel efficiencies (i.e., above 6% improvement) than those mounted with dual tires, independent of the type of tires on the trailer. Table 17. Fuel Efficiency: Tractors with NGSWBTs vs. Tractors with Dual Tires (Trailers with Any Type Tire) Truck Tire Configuration Fuel Efficiency * Tractors with NGSWBTs (Trailer with Any Type Tire) 6.86 mpg Tractor with Dual Tires (Trailer with Any Type Tire) 6.46 mpg % Difference NGSWBTs vs. Dual Tires * Fuel efficiencies computed using collected databus information. 6.19% Similar information is presented in Table 18, but categorized by type of transmission –automatic and manual– and the length of the trip –short-haul and long-haul, and all trips. Notice that in eight out of nine cases, tractors equipped with NGSWBTs outperformed (in some cases by a significant percentage) those tractors mounted with dual tires in terms of fuel efficiency, independently of the type of tires mounted on the trailer. The exception was for short-haul trips and tractors with automatic transmissions. For this case the tractors with dual tires were more fuel efficient than those equipped with NGSWBTs. Notice, however, that as pointed out above, short-haul trips were only about 2.0% of the total trips, and those for which a tractor with automatic transmission was involved, were considerably less (i.e., less than 0.3% of the total trips), which makes the entry on the first row and last column of Table 18 insignificant when compared with entries in the same column for the second and third row of that table. Nevertheless, further studies are needed to explain this observation and to determine if it is statistically significant. 82
Table 18. Fuel Efficiency* by Transmission Type: Tractors with NGSWBTs vs. Tractors with Dual Tires (Trailers with Any Type Tires) Trip Type NGSWBTs (mpg) Manual and Auto Manual Auto Duals (mpg) % Diff NGSWBTs (mpg) Duals (mpg) % Diff NGSWBTs (mpg) Duals (mpg) % Diff Short-Haul 5.78 5.71 1.18% 6.50 5.64 15.20% 5.36 5.91 -9.35% Long-Haul 6.87 6.47 6.20% 6.69 6.64 0.80% 6.95 6.09 14.11% Overall 6.86 6.46 6.17% 6.69 6.63 0.91% 6.94 6.09 13.95% * Fuel efficiencies computed using collected databus information. 6.3.2.1 Fuel efficiency comparison when considering tractor and trailer tires As discussed previously (see section 6.1.4 above), the database containing the information collected for this study was indexed using different criteria. One of these criteria was the type of tires (i.e., duals or NGSWBTs) that any trailer attached to one of the six participating tractors had during any given trip. Using this information, it was possible to divide the database into four categories that reflect the four possible combinations of tires mounted on the tractor and mated trailer, (that is: 1. tractor with duals and trailer with duals, 2. tractor with duals and trailer with NGSWBTs, 3. tractor with NGSWBTs and trailer with duals, and 4. tractor with NGSWBTs and trailer with NGSWBTs), permitting the isolation of the effect of a given tire combination on the fuel efficiency of Class-8 trucks. Fig. 68 to Fig. 71show the areas covered by the participating vehicles for each one of the four truck tire combinations. On these maps, the routes traveled are indicated with circles, and, although it cannot be seen directly on these maps, the majority of the road segments shown were traveled many times during the 12-month data collection period. Notice also that except for two or three trips to Utah (see Fig. 70 and Fig. 71) all of the trips had origins and destinations that were located within the eastern half of the continental U.S. Therefore, it is possible to assume that all the six tractors traveled under the same conditions in terms of weather, traffic, terrain, etc, and that the results of the analysis below are unbiased in terms of conditions other than the type of tires mounted on the tractor and trailer16. 16 The other main variable, of course, is the driver of the vehicle. However, since Schrader has a very extensive driver training and followup program, it is possible to assume that the effect of the driver in the achieved fuel efficiencies was minimal, i.e., they had only a minimal effect on the variability of the collected data. 83
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Class-8 Heavy Truck Duty Cycle Proj
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Vehicle Systems Program ORNL/TM-200
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2.7 LAUNCH OF THE FOT (OCTOBER 23,
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40 Connection and Support Structure
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LIST OF TABLES Table Page 1 Pilot T
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ACKNOWLEDGEMENTS The Oak Ridge Nati
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Sixty channels of data were collect
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xviii
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The data analyses performed in Phas
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Fig. 2. HHDDT Transient Mode In add
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vehicle; 3) a transit bus; 4) a nei
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payload and accessory load would al
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Data # Performance Measure Benefit
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Data # Performance Measure Benefit
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Fig. 10. NGK NOx/O2 Sensors Fig. 11
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1.3.4 De-instrumentation: Following
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Fig. 16. Pilot Test North-South Rou
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GPS information collected with the
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2.1 REVIEW OF PERFORMANCE MEASURE R
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2.3.2 Performance Measures Fig. 18.
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Signal Sensor 53 Road Grade Calcula
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2.3.6 Tractor and Trailer Details F
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determined that the particular CANo
Page 52 and 53: Cable runs to and from sensors were
Page 54 and 55: 2.8 CONDUCTION OF FOT The FOT laste
Page 57 and 58: 3. INTERNET DATA ACCESS TOOL The HT
Page 59: Fig. 30. Search Results The file se
Page 62 and 63: When the button “Extract Data”
Page 64 and 65: Data Fig. 33. Segment Merging In ad
Page 66 and 67: Fig. 36 shows the synthetic cycle g
Page 68 and 69: Fig. 39. A Synthetic Duty Cycle wit
Page 70 and 71: tractors) as well as the maximum to
Page 72 and 73: vehicle was carrying a heavy load o
Page 74 and 75: Vehicle Speed [mph] Vehicle Speed [
Page 76 and 77: 5.2 REAL-WORLD DUTY CYCLES Informat
Page 78 and 79: Vehicle Speed [mph] 70 60 50 40 30
Page 80 and 81: Given the size and complexity of th
Page 82 and 83: data or out-of-range data. Therefor
Page 84 and 85: 6.1.1 Spatial Information Using the
Page 86 and 87: For those cases in which an instrum
Page 88 and 89: Fig. 56. DCGenT Prototype Search Cr
Page 90 and 91: at constant speed. Parameters m, b,
Page 92 and 93: weight. Notice that, as expected, m
Page 94 and 95: the loss of information, and conseq
Page 96 and 97: consumption per unit of distance tr
Page 98 and 99: q q ( − ) ( feb'− feb) 100 '
Page 100 and 101: Table 15. General Statistics: Total
Page 104 and 105: Fig. 68. All Trips with Dual Tires
Page 106 and 107: The almost 700,000 miles logged dur
Page 108 and 109: Frequency 300 250 200 150 100 50 0
Page 110 and 111: Speed [mph] 80 70 60 50 40 30 20 10
Page 112 and 113: vehicle is hauling light or heavy l
Page 114 and 115: Frequency 350 300 250 200 150 100 5
Page 116 and 117: A summary of the statistics describ
Page 118 and 119: analysis controlling for the type o
Page 120 and 121: 6.3.2.4 Summary of Fuel Efficiency
Page 122 and 123: Lesson Learned: A technology progre
Page 124 and 125: Lesson Learned: Adding external sen
Page 126 and 127: know if the vehicle was “filled u
Page 129 and 130: 8. SUMMARY OF RESULTS AND CONCLUSIO
Page 131 and 132: 9. FUTURE DIRECTIONS The Heavy Truc
Page 133: Appendix A PILOT TEST LETTER REPORT
Page 136 and 137: 1.0 BACKGROUND 2.0 PROJECT OVERVIEW
Page 138 and 139: ACKNOWLEDGEMENTS The authors wish t
Page 140 and 141: evaluate the data collection system
Page 142 and 143: performance of their next generatio
Page 144 and 145: March and provided to the ORNL Prog
Page 146 and 147: Between January, 2005 and May, 2005
Page 148 and 149: Figure 4: NGK Sensor Figure 5: Omeg
Page 150 and 151: o Date and Time o Wind Speed o Wind
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Figures 28 through 31 show the ball
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Figure 22: Airweigh System Figure 2
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DVD. Figures 35 and 36 show some of
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3.3.7.1 Pre-Analysis Efforts: As th
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Task 1: Identification of Fleet(s)
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Data # Performance Measure Performa
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Sensor or eDaq Performance Performa
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45 46 47 48 49 50 51 52 53 Measure
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Data # 62 63 64 65-67 68-69 70-71 7
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Data # Performance Measure 87 Headi
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Appendix A-B Final Pilot Test Plan
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• DAS/sensor suite/cabling operab
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9 10 11 12 13 14 15 Lateral Velocit
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34 Rain Intensity 35 36 37 38 39 40
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59 60 61 62 63 64 65-67 68-69 70-71
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85 Longitude 86 Velocity 87 Heading
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3.2 Sensors The PMs listed in Table
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vehicles will be dedicated to the p
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DATE TEST ENGINEER: DRIVER: DEPARTI
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Jim Ridge, Dana Product Engineer, w
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Table 5.1 October Route and Schedul
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Table 5.2 December Route and Schedu
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Appendix A-C Field Test Signals 64
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9 Performance Measure Performance M
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Performance Measure 25 Rain Duratio
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Letter Report SUMMARY OF RELEVANT H
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Sensor or Performance Data Sensor o
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GAWR 44 lb AirWeigh 5800 Road Surfa
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Appendix B SCHRADER MEMORANDUM OF U
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MOU-UTB-2007001 Schrader Trucking C
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MOU-UTB-2007001 Schrader Trucking C
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Appendix C FIELD OPERATIONAL TEST P
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Collection, Analysis, and Archiving
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4.0 APPROACH Phases 2 and 3 of the
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Signal Sensor 60 Tractor-Trailer Ma
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Schrader Trucking will provide six
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Sensitive Information] [Partner Sen
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4.6 Sensor and DAS Integration to T
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5.5 Vehicle Deployment Methodology
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Start address: 2360 Cherahala Blvd
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Figure 6.2: Schrader Shop, Far Left
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Figure 6.7: eDAQ Lite with two Vehi
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6.5 Safety Information For Student
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Appendix D SYSTEM DESIGN AND OPERAT
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TABLE OF CONTENTS Collection, Analy
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9.1.2. Shutdown Procedure 9.1.3. SI
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Signal Sensor 26 Cruise Control Acc
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Figure 4.1: Air-Weigh System Compon
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4.5. EDAQ The eDAQ Lite is connecte
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the equipment inside from overheati
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5.4. Weather Station Connections Fi
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Figure 5.5.3: VBOX Cable Table 5.5.
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Figure 6.3: Weather Station Locatio
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6.6 Power Supply Use a second cable
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can also be changed from this windo
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on and the yellow light should begi
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Figure 7.1.3-1: Weather Station and
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Speed unit: m/s Sampling frequency:
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iii) Click on Browse to find and op
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c) Power Controller (Power) - no co
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1) Select the Transducer and Messag
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Figure 7.2.4-2: Adding Transducer C
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Figure 7.2.4-3: Editing DIO Vehicle
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A. Changing Units - Converting tran
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C. Coordinates - Assign correct sig
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switch) Table 7.2.5: Contents of Ti
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Trigger Delay Setup: Check Enable d
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Figure 7.2.5-6: Time Base Shifter S
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Units: Full Scale Estimate - Min: 0
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Figure 7.2.6-2: Burst History Data
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Press Ctrl+3 (or click Run in the T
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8.2. Procedures for Heavy Truck Dut
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d) Turn on the ignition. e) Turn on
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4) Change the IP address field to t
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5) Check to see that the computer c
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e) When all SIC files have been sav
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4) To verify the time setting, go t
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e) Alter the id, mask, value, etc.
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Longitudinal CAN 0x87FF 0x0304 Long
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ULSB 0x98EAFFFBC1FE00 MaxVehSpLm CA
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Figure 9.1.6-2: Performing a ColdSt
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Table 9.2.2-1: Descriptions and Uni
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Channel ID Sensor Format Integer? P
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Channel ID eDAQ Invalid Data Value
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Channel ID Resolution Accuracy Note
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9.3. Appendix C: Additional DAS Not
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e replicated and saved as five iden
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2) Type in “cmd” 3) Type “ipc
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Producing multiple setup files 1) G
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9.4. Appendix D: Checklists and For
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D-96
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9.5. Appendix E: References and Web
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E-3
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E-5
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E-7
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E-9
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E-11
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E-13
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E-15
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E-17
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E-19
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E-21
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E-23
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E-25
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E-27
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E-29
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E-31
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E-33
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E-35
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E-37
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E-39
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E-41
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