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Aerodynamic drag testing is a key component of the CO2 certification schemes for heavy-duty vehicles around the world. This paper presents and compares the regulatory approaches for measuring the drag coefficient of heavy-duty vehicles in Europe, which uses a constant-speed test, and in the United States and Canada, which use a coastdown test. Two European trucks and one North American truck were tested using the constant-speed and coastdown methods. When corrected to zero yaw angle, a difference of up to 12% was observed in the measured drag coefficients from the US coastdown procedure and the EU constant-speed test.

Linear engine alternator (LEA) design optimization traditionally has been difficult because each independent variable alters the motion with respect to time, and therefore alters the engine and alternator response to other governing variables. An analogy is drawn to a conventional engine with a very light flywheel, where the rotational speed effectively is not constant. However, when springs are used in conjunction with an LEA, the motion becomes more consistent and more sinusoidal with increasing spring stiffness. This avoids some attractive features, such as variable compression ratio HCCI operation, but aids in reducing cycle-to-cycle variation for conventional combustion modes. To understand the cycle-to-cycle variations, we have developed a comprehensive model of an LEA with a 1kW target power in MATLAB®/Simulink, and an LEA corresponding to that model has been operated in the laboratory.

In this research, the magnetoplasmadynamic (MPD) effects of applying a toroidal magnetic field around an ionized exhaust plume were investigated to manipulate the exhaust profile of the plasma jet under near vacuum conditions. Tests for this experiment were conducted using the West Virginia University (WVU) Hypersonic Arc Jet Wind Tunnel. A series of twelve N52 grade neodymium magnets were placed in different orientations around a steel toroid mounted around the arc jet’s exhaust plume. Four different magnet orientations were tested in this experiment. Two additional configurations were run as control tests without any imposed magnetic fields surrounding the plume. Each test was documented using a set of 12 photographs taken from a fixed position with respect to the flow. The photographic data was analyzed by comparing images of the exhaust plume taken 10, 20, and 30 seconds after the plasma jet was activated.

The dielectric barrier discharge (DBD) has seen significantly increased levels of interest for its applications to various aerodynamic problems. The DBD produces stable atmospheric-pressure non-thermal plasma with highly energetic electrons and a variety of ions and neutral species. The resulting plasma often degrades the dielectric barrier between the electrodes of the device, ultimately leading to actuator failure. Several researchers have studied a variety of parameters related to degradation and time-dependent dielectric breakdown of various polymers such as PMMA or PVC that are often used in actuator construction. Many of these studies compare the degradation of these materials to that of borosilicate glass in which it is claimed that there is no observable degradation to the glass. Recent research at West Virginia University has shown that certain actuator operating conditions can lead to degradation of a glass barrier and can ultimately result in failure.

Pedestrians account for a significant ratio of traffic fatalities; as a result, research on methods of reducing vehicle-pedestrian crashes is of importance. In this paper, we describe a system architecture that allows the use of vehicle-to-pedestrian (V2P) communication as a means of generating situational awareness and eventually predicting hazards and warning drivers and pedestrians. In contrast, vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communication for safety applications, V2P has not received much attention. One major reason for this lack of attention had been the unavailability of communication mechanisms between pedestrians and vehicles. Recent advances in enabling Wi-Fi and dedicated short range communication (DSRC) based communication using smart-phones is changing this picture. As a result, V2P communication can be considered as a possible solution.

A Hybrid Projectile (HP) is a round that transforms into a UAV after being launched. Some HP's are fired from a rifled barrel and must be de-spun and wings-level for lifting surfaces to be deployed. Control surfaces and controllers for de-spinning and wings-leveling were required for initial design of an HP 40 mm. Wings, used as lifting surfaces after transformation, need to be very close to level with the ground when deployed. First, the tail surface area needed to de-spin a 40 mm HP was examined analytically and simulated. Next, a controller was developed to maintain a steady de-spin rate and to roll-level the projectile in preparation of wing deployment. The controller was split into two pieces, one to control de-spin, and the other for roll-leveling the projectile. An adaptable transition point for switching controllers was identified analytically and then adjusted by using simulations.

Significant efforts have been made in the research of Pulsed Detonation Engines (PDEs) to increase the reliability and longevity of detonation based propulsion systems for use in manned aircraft. However, the efficiency, durability, and low mechanical complexity of PDEs opens up potential for use in disposable unmanned-vehicles. This paper details the steps taken for producing a miniaturized pulse detonation engine at West Virginia University (WVU) to investigate the numerically generated constraining dimensions for Deflagration to Detonation Transition (DDT) cited in this paper. Initial dimensions for the WVU PDE Demonstrator were calculated using fuel specific DDT spatial properties featured in the work of Dr. Phillip Koshy Panicker, of The University of Texas at Arlington. The WVU demonstrator was powered using oxygen and acetylene mixed in stoichiometric proportions.

A Hybrid Projectile (HP) is a tube launched munition that transforms into a gliding UAV, and is currently being researched at West Virginia University. In order to properly transform, the moment of transformation needs to be controlled. A simple timer was first envisioned to control transformation point for maximum distance. The distance travelled or range of an HP can directly be modified by varying the launch angle. In addition, an internal timer would need to be reprogrammed for any distance less than maximum range due to the nominal time to deployment varying with launch angle. A method was sought for automatic wing deployment that would not require reprogramming the round. A body angle estimation system was used to estimate the pitch of the HP relative to the Earth to determine when the HP is properly oriented for the designed glide slope angle. It also filters out noise from an inertial measurement unit (IMU).

Tube Launched-Unmanned Air Vehicles (TL-UAV) are munitions that alter their trajectories during flight to enhance the capabilities by possibly extending range, increasing loiter time through gliding, and/or having guided targeting capabilities. Traditional munition systems, specifically the tube-launched mortar rounds, are not guided. Performance of these "dumb" munitions could be enhanced by updating to TL-UAV and still utilize existing launch platforms with standard propellant detonation firing methods. The ability to actively control the flight path and extend range of a TL-UAV requires multiple onboard systems which need to be identified, integrated, assembled, and tested to meet cooperative function requirements. The main systems, for a mortar-based TL-UAV being developed at West Virginia University (WVU), are considered to be a central hub to process information, aerodynamic control devices, flight sensors, a video camera system, power management, and a wireless transceiver.

This paper discusses the design and qualification of a High Temperature Sampling System (HTSS), capable of stripping the volatile fraction from a sample flow stream in order to provide for quantification of total, solid and volatile particulate matter (PM) on a near real-time basis. The sampling system, which incorporates a heated diesel oxidation catalyst, is designed for temperatures up to 450°C. The design accounts for molecular diffusion of volatile compounds, solid particles diffusion and reaction kinetics inside one channel of the oxidation catalyst. An overall solid particle loss study in the sampling was performed, and numerical results were compared with experimental data gathered at the West Virginia University Engine and Emissions Research Laboratory (EERL) and West Virginia University's Transportable Heavy-Duty Vehicle Emissions Testing Laboratory (THDVETL).

Diesel Particulate Filters (DPFs) are well assessed exhaust aftertreatment devices currently equipping almost every modern diesel engine to comply with the most stringent emission standards. However, an accurate estimation of soot content (loading) is critical to managing the regeneration of DPFs in order to attain optimal behavior of the whole engine-after-treatment assembly, and minimize fuel consumption. Real-time models can be used to address challenges posed by advanced control systems, such as the integration of the DPF with the engine or other critical aftertreatment components or to develop model-based OBD sensors. One of the major hurdles in such applications is the accurate estimation of engine Particulate Matter (PM) emissions as a function of time. Such data would be required as input data for any kind of accurate models. The most accurate way consists of employing soot sensors to gather the real transient soot emissions signal, which will serve as an input to the model.

Yard hostlers are tractors (switchers) used to move containers at ports and storage facilities. While many speed-time driving cycles for assessing emissions and performance from heavy-duty vehicles exist, a driving cycle representative of yard hostler activity at Port of Long Beach, CA was not available. Activity data were collected from in-use yard hostlers as they performed ship loading/unloading, rail loading/unloading and other yard routines, primarily moving containers on trailers or carts. The activity data were then used to develop four speed-time driving cycles with durations of 1200 seconds, representing light and heavy ship activities and light and heavy load rail activities. These cycles were constructed using actual speed-time data collected during activity logging and the cycles created were statistically comparable to each subset of activity data.

The objective of this paper is to devise innovative lightweight design concepts for heavy vehicle structures. A 1 to 4 prototype of a trailer was built to assess the feasibility of use of polymer composites and to have first hand experience with possible bonding methods to join the design parts. In the current trailer configurations, floor assembly constitutes 70% of the overall weight. The results indicated that sandwich technology with a lightweight core that adds flexural stiffness to the overall design provides a solution to decrease the weight of heavy vehicle systems.

In-service 1994-2003 heavy-duty trucks were acquired by West Virginia University (WVU), equipped with the WVU Mobile Emissions Measurement System (MEMS) to measure on-road NOx, and driven on road routes near Sabraton, West Virginia, and extending up to Washington, PA to obtain real-world oxides of nitrogen (NOx) emissions data on highways and local roads. The MEMS measured 5Hz NOx, and load was obtained from the electronic control unit. Trucks were loaded to about 95% of their gross vehicle weights. Emissions in g/mi and g/bhp-hr were computed over the various road routes. In addition, some of the trucks were tested 1 to 2 years later to determine emission changes that may have occurred for these trucks. Emission results varied significantly over the different road routes due to different speeds, driving patterns, and road grades.

The goal of this research work is to explore the energy savings that may result from productivity improvement recommendations. The productivity improvement recommendations on setup time reduction and finished goods inventory reduction were taken from Industrial Assessment Center (IAC-WVU) and Industries of the Future (IOF-WVU) databases at West Virginia University (WVU) and analyzed to evaluate the corresponding energy savings. A simulation analysis was performed to compare the peak energy demands (kW) in the present and proposed scenarios for the setup time reduction recommendation. It was found that productivity improvement recommendations can result in significant energy savings (2% to 4%).

Beginning 2007, heavy-duty engine certification would require that in-use emissions from vehicles be measured under ‘real-world’ operating conditions using on-board measurement devices. An on-board portable emissions measurement system called Mobile Emissions Measurement System (MEMS) was developed at West Virginia University (WVU) to record in-use, continuous and brake-specific emissions from heavy-duty diesel-powered vehicles. The objective of this paper is to present a preliminary development of a test data quality assurance methodology for emissions measured using the any portable emissions measurement system (PEMS). The first stage of the methodology requires ensuring the proper operation of the different sensors and transducers during data collection. The second stage is data synchronization and pre-processing. The next stage is systematic checking of possible errors from transducers and sensors.

Six 2001 International Class 6 trucks participated in a project to determine the impact of gas-to-liquid (GTL) fuel and catalyzed diesel particle filters (DPFs) on emissions and operations from December 2003 through August 2004. The vehicles operated in Southern California and were nominally identical. Three vehicles operated “as-is” on California Air Resources Board (CARB) specification diesel fuel and no emission control devices. Three vehicles were retrofit with Johnson Matthey CCRT® (Catalyzed Continuously Regenerating Technology) filters and fueled with Shell GTL Fuel. Two rounds of emissions tests were conducted on a chassis dynamometer over the City Suburban Heavy Vehicle Route (CSHVR) and the New York City Bus (NYCB) cycle. The CARB-fueled vehicles served as the baseline, while the GTL-fueled vehicles were tested with and without the CCRT filters. Results from the first round of testing have been reported previously (see 2004-01-2959).

Repeatable measurement of real-world heavy-duty diesel truck emissions requires the use of a chassis dynamometer with a test schedule that reasonably represents actual truck use. A new Heavy Heavy-Duty Diesel Truck (HHDDT) schedule has been created that consists of four modes, termed Idle, Creep, Transient and Cruise. The effect of driving style on emissions from the Transient Mode was studied by driving a 400 hp Mack tractor at 56,000 lbs. test weight in fashions termed “Medium”, “Good”, “Bad”, “Casual” and “Aggressive”. Although there were noticeable differences in the actual speed vs. time trace for these five styles, emissions of the important species oxides of nitrogen (NOx) and particulate matter (PM), varied little with a coefficient of variation (COV) of 5.13% on NOX and 10.68% on PM. Typical NOx values for the HHDDT Transient mode ranged from 19.9 g/mile to 22.75 g/mile. The Transient mode which was the most difficult mode to drive, proved to be repeatable.

A fleet of six 2001 International Class 6 trucks operating in southern California was selected for an operability and emissions study using gas-to-liquid (GTL) fuel and catalyzed diesel particle filters (CDPF). Three vehicles were fueled with CARB specification diesel fuel and no emission control devices (current technology), and three vehicles were fueled with GTL fuel and retrofit with Johnson Matthey's CCRT™ diesel particulate filter. No engine modifications were made. Bench scale fuel-engine compatibility testing showed the GTL fuel had cold flow properties suitable for year-round use in southern California and was additized to meet current lubricity standards. Bench scale elastomer compatibility testing returned results similar to those of CARB specification diesel fuel. The GTL fuel met or exceeded ASTM D975 fuel properties. Researchers used a chassis dynamometer to test emissions over the City Suburban Heavy Vehicle Route (CSHVR) and New York City Bus (NYCB) cycles.

Emissions from 10 refuse trucks equipped with Caterpillar C-10 engines were measured on West Virginia University's (WVU) Transportable Emissions Laboratory in Riverside, California. The engines all used a commercially available Dual-Fuel™ natural gas (DFNG) system supplied by Clean Air Partners Inc. (CAP), and some were also equipped with catalyzed particulate filters (CPFs), also from CAP. The DFNG system introduces natural gas with the intake air and then ignites the gas with a small injection of diesel fuel directly into the cylinder to initiate combustion. Emissions were measured over a modified version of a test cycle (the William H. Martin cycle) previously developed by WVU. The cycle attempts to duplicate a typical curbside refuse collection truck and includes three modes: highway-to-landfill delivery, curbside collection, and compaction. Emissions were compared to similar trucks that used Caterpillar C-10 diesels equipped with Engelhard's DPX catalyzed particulate filters.