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

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The almost 700,000 miles logged during the data gathering phase of this study were divided into the four categories mentioned above17. For each one of these tire-combination categories, and for each one of the tractors that corresponded to that specific category (e.g., tractors 1, 3, and 5 were mounted with NGSWBTs and therefore always belonged to the last two categories; whether it was category 3 or 4 depended on the type of tires that the trailer had on any particular trip), the total distance traveled by that particular tractor during the entire data collection period was divided into 100-mile segments and the fuel consumed while traversing these segments was computed. With these two pieces of information, it was possible to calculate fuel efficiencies for each of the 100-mile segments for any given truck-tire category. Table 19 presents the results of these computations, where the column labeled “Average Fuel Efficiency” contains the average of the fuel efficiencies across all of the 100mile segments that were generated for each particular truck-tire combination. The last column of the table shows the percent difference in fuel efficiencies when comparing against the base case (i.e., the case in which tractor and the trailer are equipped with dual tires, which is the most common tire set up at the present time in the U.S.). Table 20 is similar to Table 19, except that for any given truck tire combination, the fuel efficiency was computed by dividing the total number of miles logged by the total number of gallons of fuel consumed during the entire data collection period. Notice that, independently of how the calculations are performed (i.e., using 100-mile segments or the total distance traveled during the data collection period), there is always an improvement in fuel efficiency with respect to the base case (duals on the tractor and duals on the trailer). Moreover, that fuel efficiency improvement increases as the number of NGSWBTs increases, with observed improvements of about 6% when either the tractor or the trailer is equipped with NGSWBTs, to more than 9% when both are mounted with NGSWBTs. Table 19. Fuel Efficiency Comparison by Truck-Tire Configuration (Averages Computed Using Fuel Efficiencies Calculated for 100-Mile Segments) Truck Tire Configuration Distance Traveled (miles) Average Fuel Efficiency 1 (mpg) % Diff 2 Duals-Duals 179,503 6.60 0.00% Duals-NGSWBTs 85,002 7.00 6.00% NGSWBTs-Duals 190,503 7.03 6.40% NGSWBTs-NGSWBTs 87,002 542,010 7.22 9.29% 1 Fuel efficiencies computed using collected databus information. 2 As compared to the Duals-Duals case Table 20. Fuel Efficiency Comparison by Truck-Tire Configuration (Averages Computed Using Total Distance Traveled and Total Fuel Used) Truck Tire Configuration Distance Traveled (miles) Average Fuel Efficiency 1 (mpg) % Diff 2 Duals-Duals 179,503 6.40 0.00% Duals-NGSWBTs 85,002 6.77 5.69% NGSWBTs-Duals 190,503 6.83 6.76% NGSWBTs-NGSWBTs 87,002 542,010 7.03 9.84% 1 Fuel efficiencies computed using collected databus information. 2 As compared to the Duals-Duals case 17 There are in reality six categories, since it is possible to have trips with just the tractor and no trailer. However, those two categories (i.e., tractor with duals and tractor with NGSWBTs) constitute not only a very small portion of all trips, but also are cases of very high fuel efficiencies since the tractor is pulling no weight. Those cases were not considered in this analysis. 86
To statistically corroborate these results, a test of hypothesis was performed. That is, a null hypothesis asserting that the there is no difference between the distribution of fuel efficiencies for any tire combination that has NGSWBTs and that of the base case (i.e., all duals) was tested against an alternative hypothesis stating that the average of the distributions of the fuel efficiencies of the former are larger than that of the latter. In other words, calling μxx the mean of the distribution of 100-mile segment fuel efficiencies, where at least some of the tires (i.e., either those on the tractor, the trailer, or both) are NGSWBTs, and μDD the mean of the distribution of 100-mile segment fuel efficiencies computed for vehicles with all dual tires; then the null and alternative hypotheses are represented by equations (11) and (12) below. Ho: μxx = μDD Eq. (11) Ha: μxx > μDD Eq. (12) Fig. 72 to Fig. 75 show respectively the distribution of fuel efficiencies computed for the 100-mile segments using the databus-collected information for the following truck tire combinations; Duals- Duals, Duals-NGSWBTs, NGSWBTs-Duals, and NGSWBTs-NGSWBTs. As the figures show, the distributions of fuel efficiencies are very close to normal distributions; moreover, since the sample size for each of the cases is above 800 observations, the Central Limit Theorem (Devore, 1987) applies, and it is possible to assume that the average of any one of the fuel efficiency distributions under consideration is normally distributed, and that it is an unbiased estimator of the true mean μ. Frequency 700 600 500 400 300 200 100 0 0.00 1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00 9.00 10.00 11.00 12.00 13.00 14.00 15.00 Fuel Efficiency [mpg] Fig. 72. Distribution of Fuel Efficiencies Computed for 100-Mile Segments (All Trips with Dual Tires Mounted on Both the Tractor and the Trailer) 87
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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
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Cable runs to and from sensors were
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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 102 and 103: 70% 60% 50% 40% 30% 20% 10% 0% Idli
Page 104 and 105: Fig. 68. All Trips with Dual Tires
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
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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
Page 152 and 153: Figures 28 through 31 show the ball
Page 154 and 155: 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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