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On-board emissions measurement for heavy-duty vehicles has taken on greater significance because new standards now address in-use emissions levels in the USA. Emissions compliance must be shown in a “Not-to-exceed” (NTE) zone that excludes engine operation at low power. An over-the-road 1996 Peterbilt tractor was instrumented with the West Virginia University Mobile Emissions Measurement System (MEMS). The researchers determined how often the truck entered the NTE, and the emissions from the vehicle, as it was driven over different routes and at different test weights (20,740 lb, 34,640 lb, 61,520 lb, and 79,700 lb) The MEMS interfaced with the truck ECU, while also measuring exhaust flowrate, and concentrations of carbon dioxide (CO2) and oxides of nitrogen (NOx) in the exhaust. The four test routes that were employed included varying terrain types in order to simulate a wide range of on-road driving conditions. One route (called the Bruceton route) included a sustained hill climb.

The Tapered Element Oscillating Microbalance (TEOM) measures captured particle mass continuously on a small filter held on an oscillating element. In addition to traditional filter-based particulate matter (PM) measurement, a TEOM was used to characterize PM from the dilute exhaust of trucks examined in two phases (Phase 1.5 and Phase 2) of the Coordinating Research Council (CRC) Heavy-Duty Vehicle Emissions Inventory Project E-55/E-59. Test schedules employed were the Heavy Heavy-Duty Diesel Truck (HHDDT) test schedule that consists of four modes (Idle, Creep, Transient and Cruise), the HHDDT Short (HHDDT_S) which represents high-speed freeway operation, and the Heavy-Duty Urban Dynamometer Driving Schedule (UDDS). TEOM results were on average 6% lower than those from traditional particulate filter weighing. Data (in units of g/cycle) were examined by plotting cycle-averaged TEOM mass against filter mass. Regression (R2) values for these plots were from 0.88 to 0.99.

When heavy-duty truck emissions rates are expressed in distance-specific units (such as g/mile), average speed and the degree of transient behavior of the vehicle activity can affect the emissions rate. Previous one-dimensional studies have shown some correlation of distance-specific emissions rates between cycles. This paper reviews emissions data sets from the 5-mode CARB Heavy Heavy-Duty Diesel Truck (HHDDT) Schedule, the Heavy Duty Urban Dynamometer Driving Schedule (UDDS) and an inspection and maintenance cycle, known as the AC5080. A heavy-duty chassis dynamometer was used for emissions characterization along with a full-scale dilution tunnel. The vehicle test weights were simulated at 56,000 lbs. Two-dimensional correlations were used to predict the emissions rate on one mode or cycle from the rates of two other modes or cycles.

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.

The California Air Resources Board (ARB) developed a Medium Heavy-Duty Truck (MHDT) schedule by selecting and joining microtrips from real-world MHDT. The MHDT consisted of three modes; namely, a Lower Speed Transient, a Higher Speed Transient, and a Cruise mode. The maximum speeds of these modes were 28.9, 58.2 and 66.0 mph, respectively. Each mode represented statistically selected truck behavior patterns in California. The MHDT is intended to be applied to emissions characterization of trucks (14,001 to 33,000lb gross vehicle weight) exercised on a chassis dynamometer. This paper presents the creation of the MHDT and an examination of repeatability of emissions data from MHDT driven through this schedule. Two trucks were procured to acquire data using the MHDT schedule. The first, a GMC truck with an 8.2-liter Isuzu engine and a standard transmission, was tested at laden weight (90% GVW, 17,550lb) and at unladen weight (50% GVW, 9,750lb).

Diesel particulate matter emissions, because they do not disperse as readily gaseous emissions, have a very localized effect and eventually settle to the ground not far from where they were emitted. One subset of heavy-duty diesel vehicles that warrant further attention for controlling particulate emissions matter is sanitation trucks. Cummins Inc. and West Virginia University investigated particulate emissions reduction technologies for New York City Department of Sanitation refuse trucks under the EPA Consent Decree program. Regulated emissions were measured on four retrofitted sanitation trucks with and without the DPF installed. Cummins engines powered all of the retrofitted trucks. The Engelhard DPX reduced PM emissions by 97% and 84% on the New York Garbage Truck Cycle (NYGTC) and Orange County Refuse Truck Cycle (OCRTC) respectively. The Johnson-Matthey CRT system reduced PM emissions by 81% and 87% over the NYGTC and OCRTC respectively.

In an effort to develop engine/vehicle test methods that will reflect real-world emission characteristics, West Virginia University (WVU) designed and conducted a study on a Class-8 tractor with an electronically controlled diesel engine that was mounted on a chassis dynamometer in the Old Dominion University Langley full-scale wind tunnel. With wind speeds set at 88 km/hr in the tunnel, and the tractor operating at 88 km/hr on the chassis dynamometer, a Scanning Mobility Particle Sizer (SMPS) was employed for measuring PM size distributions and concentrations. The SMPS was housed in a container that was attached to a three-axis gantry in the wind tunnel. Background PM size-distributions were measured with another SMPS unit that was located upstream of the truck plume. Ambient temperatures were recorded at each of the sampling locations. The truck was also operated through transient tests with vehicle speeds varying from 65 to 88 km/hr, with a wind speed of 76 km/hr.

Concern over health effects associated with diesel exhaust and debate over the influence of high number counts of particles in diesel exhaust prompted research to develop a methodology for diesel particulate matter (PM) characterization. As part of this program, a tractor truck with an electronically managed diesel engine and a dynamometer were installed in the Old Dominion University (ODU) Langley full-scale wind tunnel. This arrangement permitted repeat measurements of diesel exhaust under realistic and reproducible conditions and permitted examination of the steady exhaust plume at multiple points. Background particle size distribution was characterized using a Scanning Mobility Particle Sizer (SMPS). In addition, a remote sampling system consisting of a SMPS, PM filter arrangement, and carbon dioxide (CO2) analyzer, was attached to a roving gantry allowing for exhaust plume sampling in a three dimensional grid. Raw exhaust CO2 levels and truck performance data were also measured.

A study was performed in the spring of 2001 to chemically characterize exhaust emissions from trucks and buses fueled by various test fuels and operated with and without diesel particle filters. This study was part of a multi-year technology validation program designed to evaluate the emissions impact of ultra-low sulfur diesel fuels and passive diesel particle filters (DPF) in several different heavy-duty vehicle fleets operating in Southern California. The overall study of exhaust chemical composition included organic compounds, inorganic ions, individual elements, and particulate matter in various size-cuts. Detailed descriptions of the overall technology validation program and chemical speciation methodology have been provided in previous SAE publications (2002-01-0432 and 2002-01-0433).

In characterizing the emissions from mobile sources, it is essential that the vehicle be exercised in a way that reasonably represents typical in-use behavior. A heavy-heavy duty diesel truck (HHDDT) test schedule was developed from speed-time data gathered during two Air Resources Board-sponsored truck activity programs. The data were divided into four modes, termed Idle, Creep, Transient and Cruise Modes, in order of increasing speed. For the last three modes, speed-time schedules were created that represented all the data in that mode. Statistical parameters such as average speed, stops per unit distance, kinetic energy, maximum speed and acceleration and deceleration values were considered in arriving at these schedules. The schedules were evaluated using two Class 8 over-the-road tractors on a chassis dynamometer. Emissions were measured using a full-scale dilution tunnel, filtration for particulate matter (PM), and research grade analyzers for the gases.

A program has been completed to evaluate ultra-low sulfur diesel fuels and passive diesel particulate filters (DPFs) in truck and bus fleets operating in southern California. The fuels, ECD and ECD-1, are produced by ARCO (a BP Company) and have less than 15 ppm sulfur content. Vehicles were retrofitted with two types of catalyzed DPFs, and operated on ultra-low sulfur diesel fuel for over one year. Exhaust emissions, fuel economy and operating cost data were collected for the test vehicles, and compared with baseline control vehicles. Regulated emissions are presented from two rounds of tests. The first round emissions tests were conducted shortly after the vehicles were retrofitted with the DPFs. The second round emissions tests were conducted following approximately one year of operation. Several of the vehicles retrofitted with DPFs accumulated well over 100,000 miles of operation between test rounds.

Emissions from heavy-duty vehicles may be reduced through the introduction of clean diesel formulations, and through the use of catalyzed particulate matter filters that can enjoy increased longevity and performance if ultra-low sulfur diesel is used. Twenty over-the-road tractors with Detroit Diesel Series 60 engines were selected for this study. Five trucks were operated on California (CA) specification diesel (CARB), five were operated on ARCO (now BP Amoco) EC diesel (ECD), five were operated on ARCO ECD with a Johnson-Matthey Continuously Regenerating Technology (CRT) filter and five were operated on ARCO ECD with an Engelhard Diesel Particulate Filter (DPX). The truck emissions were characterized using a transportable chassis dynamometer, full-scale dilution tunnel, research grade gas analyzers and filters for particulate matter (PM) mass collection. Two test schedules, the 5 mile route and the city-suburban (heavy vehicle) route (CSR), were employed.

Partially filled tanker trucks are susceptible to rollover instabilities due to fluid sloshing. Due to the catastrophic nature of accidents involving the rollover of tanker trucks, several investigations have been conducted on the parameters affecting stability of partially filled heavy-duty tankers. Since stability of heavy-duty tankers undergoing on-road maneuvers such as braking, and/or lane changing has been an issue that concerned many researchers for a long time, a literature review has been conducted which underlines the most important contributions in this field. This review covers work done in the field of fluid-structure interaction, yaw and roll stability of heavy-vehicles, and fluid-vehicle dynamic interaction. In addition, vehicle stability issues are addressed such as jack-knifing, side slipping, vehicle geometry and container geometry among others.

The rollover threshold for a partially filled tanker truck carrying fluid cargo is of great importance due to the catastrophic nature of accidents involving such vehicles, particularly when payloads are toxic and flammable. In this paper, a method for determining the threshold of rollover stability of a specific tanker truck is presented using finite element analysis methods. This approach allows the consideration of many variables which had not been fully incorporated in past models, including nonlinear spring behavior and tank flexibility. The program uses simple mechanical pendulums to simulate the fluid sloshing affects, beam elements to match the torsional and bending stiffness of the tank, and spring damper elements to simulate the suspension. The finite element model of the tanker truck has been validated using data taken by the U.S. Army Aberdeen Test Center (ATC) on a M916A1 tractor/ Etnyre model 60PRS 6000 gallon trailer combination.

Emissions from trucks and buses equipped with Caterpillar dual-fuel natural gas (DFNG) engines were measured at two chassis dynamometer facilities: the West Virginia University (WVU) Transportable Emissions Laboratory and the Los Angeles Metropolitan Transportation Authority (LA MTA). Emissions were measured over four different driving cycles. The average emissions from the trucks and buses using DFNG engines operating in dual-fuel mode showed the same trends in all tests - reduced oxides of nitrogen (NOx) and particulate matter (PM) emissions and increased hydrocarbon and carbon monoxide (CO) emissions - when compared to similar diesel trucks and buses. The extent of NOx reduction was dependent on the type of test cycle used.

Emissions from light duty vehicles have traditionally been measured using a chassis dynamometer, while heavy duty testing has been based on engine dynamometers. However, the need for in-use vehicle emissions data has led to the development of two transportable heavy duty chassis dynamometers capable of testing buses and heavy trucks. A test cycle has been developed for Class 8 trucks, which typically have unsyncronized transmissions. This test cycle has five peaks, each consisting of an acceleration, cruise period, and deceleration, with speeds and acceleration requirements that can be met by virtually all vehicles in common service. Termed the “WVU 5 peak truck test”, this 8 km (5 mile) cycle has been used to evaluate the emissions from diesel and ethanol powered over-the-road tractors and from diesel and ethanol powered snow plows, all with Detroit Diesel 6V92 engines.