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Heavy-Duty Vehicles and Engines

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Driving and Engine Cycles

Abstract

This chapter reviews the most important cycles used for the certification, and testing in general, of heavy-duty vehicles in the world. For trucks and buses, both chassis and engine-dynamometer cycles have been employed. The latter were initially steady-state but later evolved to a more realistic transient form. European, U.S., Japanese, Australian, Chinese and worldwide cycles are presented and discussed. A historic review regarding the development of each cycle is provided at first, together with technical specifications, 2D and 3D frequency diagrams, detailed comparative data, and examples from real heavy vehicles operation.

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Notes

  1. 1.

    Research Institute for Noise and Vibration.

  2. 2.

    The HDV weight classification used in the U.S. is (lbs): Class 2b (8,501–10,000); Class 3 (10,001–14,000); Class 4 (14,001–16,000); Class 5 (16,001–19,500); Class 6 (19,501–26,000); Class 7 (26,001–33,000); and Class 8 (>33,000)—1 lb equals 0.45 kg.

  3. 3.

    The population of SI-engined HDVs in the U.S. in the late 60s was considerably larger compared to the diesel-fueled ones and so was their emissions contribution. Thus, both emission control and the applicable test cycle for SI engines were implemented earlier [19, 20].

  4. 4.

    It is noted that the chassis-dynamometer UDDS (Sect. 4.3.4) lasts 1060 s, whereas the engine-dynamometer FTP 1199 s for the diesel engine version and 1167 s for the Otto-cycle one.

  5. 5.

    NHTSA (National Highway Traffic Safety Administration) is the relevant authority for the fuel consumption rule and EPA for the greenhouse gases one. According to the Phase II rule of the heavy-duty GHG emission limits, the weighting factors of the SET cycle have changed to better reflect real-world engine operation, which has been shifted to lower engine speeds during highway cruising. This is accomplished by moving most of the C-speed weighting to the A speed. More specifically, 45% of the total weighting has been assigned to the A-speed modes, 38 % to the B speed, and only 5 % to the high-speed C modes; idle weighting has also been reduced from 15 to 12 %. These mode weightings apply to CO2/fuel consumption measurements only and not criteria pollutants (FR Vol. 81, No. 206, October 25, 2016).

  6. 6.

    Owing to difficulties in testing the whole HDV and great variety in engine/transmission/chassis combinations, the countries that apply HDV fuel consumption and/or GHG limits (at the time of writing, Japan, the United States, Canada and China, with the EU working on a proposal) rely on simulation tools [4]; separate engine-dynamometer tests for the HD engine alone are sometimes applied, as is the case in the U.S. discussed earlier.

  7. 7.

    In 2004, EPA initiated the SmartWay Transport Partnership to accelerate the deployment of fuel-efficient clean technologies for heavy duty vehicles. Through SmartWay, EPA works in collaboration with industry and other stakeholders to provide incentives for adopting cleaner, more fuel efficient transportation technologies to benefit the environment. An important aspect of the SmartWay Transport Partnership is to determine, through testing and analysis, the environmental benefits of heavy truck technologies, and to provide this information to partners and to the general public [51].

  8. 8.

    It is reminded that load control in a diesel engine is qualitative, meaning that the increase in load is accomplished through injection of greater fuel quantity; this in turn reduces the (global and always lean) air-fuel equivalence ratio, hence gas temperatures are increased.

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  1. Department of Thermal Engineering, School of Mechanical Engineering, National Technical University of Athens, Athens, Greece

    Evangelos G. Giakoumis

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Giakoumis, E.G. (2017). Heavy-Duty Vehicles and Engines. In: Driving and Engine Cycles. Springer, Cham. https://doi.org/10.1007/978-3-319-49034-2_4

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  • DOI: https://doi.org/10.1007/978-3-319-49034-2_4

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