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

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2.1 REVIEW OF PERFORMANCE MEASURE REDUCTION BASED ON PILOT TEST EXPERIENCE As a result of the lessons learned in the execution of the Pilot Test and its associated data analyses, several changes were made to the data collection methodology for the FOT. First, it was determined that all signals would be read at a single sampling rate to facilitate the processing of the data; a rate of 5 Hz was considered to be sufficient for all of the chosen signals without needlessly increasing the size of data files. Second, ORNL contracted with SoMat to create software which would include a time-stamping feature in the data file. ORNL also contracted with SoMat to develop software to automatically convert the data from the proprietary SIF file format (i.e., the format in which it is saved) to a standard ASCII file format, (i.e., the format read by most data processing software) after the file was uploaded from the eDAQ. In order to facilitate early diagnosis of problems associated with sensors (e.g., loose connections, faulty cabling, and normal wear of parts), the data was downloaded frequently, at intervals of approximately two weeks. In order to troubleshoot/debug minor problems during the sensor suite development stage, the equipment was initially put on a single truck and the data downloaded frequently before the actual start of the FOT. The list of channels collected was paired down from 106 (the number of channels addressed in the Pilot Test) to 60 channels. An informal literature review and discussions with subject matter experts were conducted to identify the channels of importance for duty cycle applications, fuel efficiency analyses, and engine modeling. The finalized list addressed in the FOT appears in Table 5 (Section 2.3.2). 2.2 COORDINATION WITH ANL AND LLNL 2.2.1 Aerodynamics Data In August 2006, about two months before the formal initiation of the FOT, Lawrence Livermore National Laboratory (LLNL) contacted the ORNL project staff to discuss the possibility of collecting aerodynamics data during the FOT. After a number of conference calls, it was concluded that it was not feasible to collect the aerodynamics data of interest; however, collection of the wind velocity and direction from the on-board weather station would be of interest. The reasons for not collecting aerodynamics data included the following: • The addition of pressure ports to the tractor-trailer was considered to be too invasive for the volunteer fleet (Schrader), • Acquisition of the aerodynamics equipment needed and adding it to the tractor-trailers could not be achieved without impacting the scheduling of the initiation of the FOT, and • DAS channels were not available to facilitate adding aerodynamics data to the channel suite. An additional data layer at approximately $2,000 per layer would have had to have been added to each of the six DASs. ORNL project funding was not available to add these layers. 2.2.2 ANL/PSAT Coordination and Dynamometer Testing One of the primary purposes of the FOT was to collect real-world performance and situational data that could support the development and evaluation of the Class-8 PSAT module being developed by ANL. During the Pilot Test, the list of 106 channels of data was reviewed by ANL to ensure that PSAT modeling needs were being met. For the FOT, the list of channels was again reviewed by ANL PSAT experts to ensure that as the list was reduced from 106 to 60, that data that was important for PSAT was not eliminated from the list. 22
Near the end of the FOT, ANL indicated that a major parameter that was needed for PSAT was not being collected during the FOT. This parameter was the tractor’s drive torque. Although engine torque was collected, drive torque was necessary because it reflected the losses between the engine and the turning of the drive axles. It was concluded that drive torque could be collected on one of the trucks running selected duty cycles (including one or more duty cycles from the FOT) on a heavy truck dyno. One of the test trucks was taken to WVU for dynamometer testing. This testing provided torque and emissions data to be used to verify ANL’s PSAT Model. This testing is outlined in Section 5. While ANL was primarily interested in the raw data from the testing, some analyses were also performed. WVU’s report for this testing, which includes detailed information about the test setup as well as a complete description of the duty cycles tested, is presented in Appendix E. 2.3 CONSTRUCTION AND SHAKEDOWN TESTING OF THE FOT DAS SUITES Phases 2 and 3 of the project involved the instrumentation of six Class-8 long-haul tractors and ten trailers with a suite of sensors/DAS for use within the FOT. The purpose of this instrumentation was to collect, store, and transfer signals related to the vehicle’s duty cycle, performance, and situation. 2.3.1 Field Test DAS For the FOT, the following DAS were initially considered: Racelogic VBOX III http://www.racelogic.co.uk/vbox/ Iotech Logbook http://www.iotech.com/catalog/daq/logbook.html In November 2005, the initial FOT DAS and instrumentation suite was identified and verified as the Somat eDAQ-lite DAS, the Vaisala WXT510 weather station, the vehicle’s own J1939 data bus, and the Racelogic VBOX II-Lite GPS. During the FOT, the vehicle data bus and the VBOX II-Lite were connected to the DAS via a Controller Area Network CAN data module, and the WXT510 was connected via serial port. The Air-Weigh system was connected to the eDAQ-lite via a J1708 vehicle bus module (see Fig. 18). 23
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
Page 20 and 21: xviii
Page 22 and 23: The data analyses performed in Phas
Page 24 and 25: Fig. 2. HHDDT Transient Mode In add
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 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”
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Page 70 and 71: tractors) as well as the maximum to
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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
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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,
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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-41
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