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

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Speed [mph] 80 70 60 50 40 30 20 10 0 0 300 600 900 1200 1500 1800 2100 2400 2700 3000 3300 3600 Time [sec] Fig. 76. First Hour of a Duty Cycle Corresponding to a Randomly Selected 100-mile Segment, All Trips with Duals Mounted on Both the Tractor and the Trailer (Segment 22, Truck 2, Fuel Efficiency = 7.16 mpg) Speed [mph] 80 70 60 50 40 30 20 10 0 0 300 600 900 1200 1500 1800 2100 2400 2700 3000 3300 3600 Time [sec] Fig. 77. First Hour of a Duty Cycle Corresponding to a Randomly Selected 100-Mile Segment, All Trips with NGSWBTs Mounted on Both the Tractor and the Trailer (Segment 174, Truck 5, Fuel Efficiency = 7.63 mpg) Table 21 presents a summary of the statistics describing each one of the four fuel efficiency distributions presented in Fig. 72 to Fig. 75. For each one of the truck-tire configurations, the first 90
three rows of Table 21 show the average (same as the ones presented in Table 19), standard deviation and sample size of each of the distributions. Notice that the minimum sample size is 850 observations (Duals-NGSWBTs) with a maximum of 1,956 observations (100-mile segments) for the NGSWBTs- Duals case. The fourth row in Table 21 presents the mean of the difference between the sample average fuel efficiency of the truck- tire combination of the corresponding column and that of the Duals-Duals case. The fifth row shows the standard deviation of the difference which, together with the mean and sample size, permits the computation of the test statistic value z (a one-tailed test based on the alternative hypothesis shown in Eq. 12 and provided in row six of Table 21). For the three truck- tire configurations that have some or all NGSWBTs, the null hypothesis, which states that there is no difference in terms of fuel efficiency that can be explained by different tire configurations, can be rejected with 100% confidence in favor of the alternative hypothesis, which indicates that on average the fuel efficiencies obtained when using the Duals-Duals combination is lower than in the other cases. This strongly suggests that fuel efficiencies in cases using some or all NGSWBTs are higher than in the case of a truck equipped with all dual tires. In other words, the percent improvements in fuel efficiencies that are achieved when using all NGSWBTs or combinations of duals and NGSWBTs are statistically significant. And as demonstrated in the last sub-section, even if the databus does not measure fuel consumption with total precision, as long as the information collected from the six databuses present the same systematic bias, then the percent differences are still accurate,. Table 21. Fuel Efficiency Comparison by Truck-Tire Configuration (Null Hypothesis: All Fuel Efficiency Distributions Are the Same) Sample Average Fuel Efficiency 1 (mpg) Duals- Duals Truck-Tire Configuration Duals- NGSWBTs NGSWBTs- Duals NGSWBTs- NGSWBTs 6.60 7.00 7.03 7.22 Sample Std. Dev. 1.21 1.32 1.19 1.19 Sample Size 1,798 850 1,956 871 Mean of Difference with Duals-Duals 0.40 0.42 0.61 Std. Dev. of Difference with Duals-Duals 0.05 0.04 0.05 Test Statistic Value (Z) 7.41 10.77 12.43 Reject Ho at Confidence Level = 1 Fuel efficiencies computed using collected databus information. 6.3.2.2 Effect of Vehicle Weight on Fuel Efficiency 100.00% 100.00% 100.00% The extensive database and powerful search engine created for this study allows researchers to study other aspects of fuel efficiency., For example, studies involving the effects that different tractor/trailer tire combinations have on the fuel efficiency of Class-8 trucks, when additional variables are taken into account, would be of interest. One very important variable affecting fuel efficiency is the weight of the vehicle. The previous sub-section showed that there were improvements of the fuel efficiency of the types of vehicles studied here when at least some of the tires (either those mounted on the tractor, the trailer, or both) were NGSWBTs. Those results were obtained without controlling for any particular variable (other than the type of tires) since it could be assumed that any of the participating vehicles would experience the same situations (terrain, weather, load) over the course of the year-long experiment. It is, however, important to determine whether the observed increases in fuel efficiency due to the type of tires used is maintained once the data is controlled for vehicle weight. That is, it is important to determine if the gains on fuel efficiency due to the type of tires used are more significant when the 91
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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
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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 106 and 107: The almost 700,000 miles logged dur
Page 108 and 109: Frequency 300 250 200 150 100 50 0
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
Page 152 and 153: Figures 28 through 31 show the ball
Page 154 and 155: Figure 22: Airweigh System Figure 2
Page 156 and 157: DVD. Figures 35 and 36 show some of
Page 158 and 159: 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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