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

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Fig. 2. HHDDT Transient Mode In addition to collecting data specific to the formation of duty cycles, this project also collected situational data associated with the duty cycle data. That is, information regarding a vehicle’s payload, the road grade over which it travels, the type of roadway, the time of day (relates to congestion), weather conditions, road conditions, etc. were also collected. For the purposes of modeling real-world performance, such duty-cycle situational data allows for the calibration and validation of models that simulate engine or vehicle performance on duty cycle information gathered within this project. 1.1.2 Heavy Truck Long-Haul Operations Fig. 3. HHDDT Cruise Mode Heavy truck-based long-haul operations (i.e., operations in areas beyond 300-to-500 miles of a garaging area) have typically been stereo-typed as long-periods of driving many miles with few stops. However, when considering refueling, topography, congestion, size/weight/safety inspections, antiidling laws and hours-of-service, there is considerably more stop-and-go behavior than is popularly believed. In long-haul operations, the drivers usually do not return to their home terminal each 4
evening and they maintain a daily logbook of operation statistics. A description of EPA’s Highway Long Haul drive cycle is provided in the next section. 1.1.3 Interest in Long-Haul Duty Cycle Information In addition to DOE’s interests in developing a real-world-based long-haul operational database that can be used to: 1) support technology investment decisions, and 2) to calibrate and validate PSAT, other federal agencies and representatives have expressed an interest in long-haul duty cycles. 1.1.3.1 EPA’s SmartWay Transport Partnership The EPA initiated its SmartWay Transport Partnership (see: http://www.epa.gov/smartway/index.htm) to accelerate the deployment of fuel-efficient, clean technologies for heavy duty vehicles. The Partnership involves collaboration between EPA and the transportation industry to improve energy efficiency, reduce greenhouse gas and air pollutant emissions, and improve energy security. Furthermore, it seeks to define and provide incentives for adopting cleaner, more fuel efficient transportation. Important goals of the SmartWay Transport Partnership are: 1) to conduct testing, modeling and analyses to determine the environmental benefits of new heavy truck technologies, and 2) to provide the results of these efforts to SmartWay partners and to the general public in order to stimulate early adoption of such technologies. EPA is developing a fuel efficiency test protocol for heavy duty trucks in order to better quantify these potential benefits. Efforts to date have focused on individual components (e.g., tires, wheels, aerodynamic equipment, auxiliary power units, and engines) that have been demonstrated to improve fuel efficiency and reduce emissions. Most recently, EPA and its SmartWay partners have expressed interest in expanding the SmartWay designation for heavy duty vehicles by moving toward a performance-based specification that would be technology-neutral, and would be able to quantify a broad range of heavy vehicle configurations and applications, and to measure technical innovations as they emerge. Such performance-based testing would require the measurement of vehicle-based fuel efficiencies rather that the fuel efficiencies estimated from component testing. A complicating issue is that there exists a wide variety of truck configurations for each base model which makes the testing of every configuration impractical if not impossible. EPA is considering a number of approaches including reference truck configurations and modeling to overcome this complication, and has developed a draft test procedure for medium and heavy duty vehicles (SmartWay Fuel Efficiency Test Protocol for Medium and Heavy Duty Vehicles: Working Draft, EPA420-P-07-003, November, 2007). This procedure applies to: 1) motor vehicles rated at more than 8,500 lbs GVWR, or that have a vehicle curb weight of more than 6,000 lbs, or that have a basic vehicle frontal area in excess of 45 square feet; and 2) tractor-trailer combination trucks, single unit commercial trucks, heavy duty vocational trucks, and buses used in inter-city transit applications. This procedure does not apply to: 1) vehicles with hybrid drive technologies (e.g., regenerative braking, or reductions in engine transient operation), or 2) fuel efficient vehicle components (e.g., single wide base tires or aerodynamic equipment.). The procedure is intended to be used on a voluntary basis to determine whether vehicle configurations meet or exceed SmartWay performance specifications. It may also be useful for calibrating and verifying vehicle software models. The procedure involves testing via the operation of a particular vehicle configuration on either a test track or a chassis dynamometer, over a specified drive cycle and measuring the fuel consumption. Because of the wide variation in truck configurations and vocations/applications, the test protocol requires separate duty cycles for each vehicle application. EPA has acknowledged that standardized drive cycles for the selected base vehicles do not exist, but the draft procedure describes the drive cycles for: 1) a tractor-trailer combination line haul and regional haul truck; 2) a local pick up and delivery 5
Page 1 and 2: Class-8 Heavy Truck Duty Cycle Proj
Page 3: Vehicle Systems Program ORNL/TM-200
Page 6 and 7: 2.7 LAUNCH OF THE FOT (OCTOBER 23,
Page 8 and 9: 40 Connection and Support Structure
Page 11: LIST OF TABLES Table Page 1 Pilot T
Page 15: ACKNOWLEDGEMENTS The Oak Ridge Nati
Page 18 and 19: Sixty channels of data were collect
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Page 22 and 23: The data analyses performed in Phas
Page 26 and 27: vehicle; 3) a transit bus; 4) a nei
Page 28 and 29: payload and accessory load would al
Page 30 and 31: Data # Performance Measure Benefit
Page 32 and 33: Data # Performance Measure Benefit
Page 34 and 35: Fig. 10. NGK NOx/O2 Sensors Fig. 11
Page 36 and 37: 1.3.4 De-instrumentation: Following
Page 38 and 39: Fig. 16. Pilot Test North-South Rou
Page 40 and 41: GPS information collected with the
Page 42 and 43: 2.1 REVIEW OF PERFORMANCE MEASURE R
Page 44 and 45: 2.3.2 Performance Measures Fig. 18.
Page 46 and 47: Signal Sensor 53 Road Grade Calcula
Page 48 and 49: 2.3.6 Tractor and Trailer Details F
Page 50 and 51: 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
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Vehicle Speed [mph] Vehicle Speed [
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5.2 REAL-WORLD DUTY CYCLES Informat
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Vehicle Speed [mph] 70 60 50 40 30
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Given the size and complexity of th
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data or out-of-range data. Therefor
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6.1.1 Spatial Information Using the
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For those cases in which an instrum
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Fig. 56. DCGenT Prototype Search Cr
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at constant speed. Parameters m, b,
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weight. Notice that, as expected, m
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the loss of information, and conseq
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consumption per unit of distance tr
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q q ( − ) ( feb'− feb) 100 '
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Table 15. General Statistics: Total
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70% 60% 50% 40% 30% 20% 10% 0% Idli
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Fig. 68. All Trips with Dual Tires
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The almost 700,000 miles logged dur
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Frequency 300 250 200 150 100 50 0
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Speed [mph] 80 70 60 50 40 30 20 10
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vehicle is hauling light or heavy l
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Frequency 350 300 250 200 150 100 5
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A summary of the statistics describ
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analysis controlling for the type o
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6.3.2.4 Summary of Fuel Efficiency
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Lesson Learned: A technology progre
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Lesson Learned: Adding external sen
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know if the vehicle was “filled u
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8. SUMMARY OF RESULTS AND CONCLUSIO
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9. FUTURE DIRECTIONS The Heavy Truc
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Appendix A PILOT TEST LETTER REPORT
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1.0 BACKGROUND 2.0 PROJECT OVERVIEW
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ACKNOWLEDGEMENTS The authors wish t
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evaluate the data collection system
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performance of their next generatio
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March and provided to the ORNL Prog
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Between January, 2005 and May, 2005
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Figure 4: NGK Sensor Figure 5: Omeg
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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-11
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E-13
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E-15
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E-21
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E-23
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E-25
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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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