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This paper presents the fuel consumption results of engine and vehicle simulation modeling for a wide variety of individual technologies and technology packages applied to a long haul heavy duty vehicle. Based on the simulation modeling, up to 11% in fuel savings is possible using commercially available and emerging technologies applied to a 15L DD15 engine alone. The predicted fuel savings are up to 17% in a Kenworth T700 tractor-trailer unit equipped with a range of vehicle technologies, but using the baseline DD15 diesel engine. A combination of the most aggressive engine and vehicle technologies can provide savings of up to 29%, averaged over a range of drive cycles. Over 30% fuel savings were found with the most aggressive combination on a simulated long haul duty cycle. Note that not all of these technologies may prove to be cost-effective. The fuel savings benefits for individual technologies vary widely depending on the drive cycles and payload.

Medium- and Heavy Duty Truck fuel consumption and the resulting greenhouse gas (GHG) emissions are significant contributors to overall U.S. GHG emissions. Forecasts of medium- and heavy-duty vehicle activity and fuel use predict increased use of freight transport will result in greatly increased GHG emissions in the coming decades. As a result, the National Highway Traffic Administration (NHTSA) and the United States Environmental Protection Agency (EPA) finalized a regulation requiring reductions in medium and heavy truck fuel consumption and GHGs beginning in 2014. The agencies are now proposing new regulations that will extend into the next decade, requiring additional fuel consumption and GHG emissions reductions. To support the development of future regulations, a research project was sponsored by NHTSA to look at technologies that could be used for compliance with future regulations.

This paper presents the results of engine and vehicle simulation modeling for a wide variety of individual technologies and technology packages applied to two medium-duty vocational vehicles. Simulation modeling was first conducted on one diesel and two gasoline medium-duty engines. Engine technologies were then applied to the baseline engines. The resulting fuel consumption maps were run over a range of vehicle duty cycles and payloads in the vehicle simulation model. Results were reported for both individual engine technologies and combinations or packages of technologies. Two vehicles, a Kenworth T270 box delivery truck and a Ford F-650 tow truck were evaluated. Once the baseline vehicle models were developed, vehicle technologies were added. As with the medium-duty engines, vehicle simulation results were reported for both individual technologies and for combinations. Vehicle technologies were evaluated only with the baseline 2019 diesel medium-duty engine.

Initial efforts for developing regulations for improved rear underride protection focused on very high strength (rigid) structures with low ground clearance. To determine optimal performance characteristics for guard structures, a comparative engineering analysis was performed using a car crash simulation model with a variety of guard, force-deformation characteristics. From this analysis the risk of injury to occupants of passenger cars was determined based on excessive underride (decapitation potential), and collision forces imparted to the occupant. Variables in the analysis included collision speed, car size, occupant free travel distance, and the rear wheel position of the heavy vehicle, as well as the various force-deformation characteristics representing the different types of underride guard systems.

The Energy Policy and Conservation Act (EPCA) was enacted into law in December 1975 and is an important part of our national energy program. A section of the EPCA is concerned with “Improving Automotive Efficiency” and delegates various rulemaking responsibilities to the Department of Transportation relating to both passenger automobiles and nonpassenger automobiles. The scope of this paper is limited to a discussion of passenger automobile fuel economy standards for model years 1981 through 1984. A review of the background and rationale for the rulemaking is included.

The authors discuss present and future Federal involvement in decisions relating to the use of sodium azide to generate gas for air bags and stress the need to establish a perspective from which to examine the raw data concerning the associated health hazards. Several examples are given of other chemicals which present problems in the manufacture, use, and disposal of automobiles. The authors suggest that these hazards be minimized through generic proceedings.

Highway safety for older persons is an issue whose importance is increasing as America's population ages. Recognizing this, the National Highway Traffic Safety Administration (NHTSA) developed a plan for a comprehensive program for improving the safety of older persons. This paper presents an overview of the plan, which envisions a balanced program covering both behavioral and vehicle countermeasures, with projects having the potential for both near term and longer term impacts on the issue. It presumes that the agency will work closely with the States and other groups concerned with the safety of older persons to gain their cooperation and support. The plan includes projects in problem identification, occupant protection, driver licensing, pedestrian safety, consumer information, and vehicle safety.

This study was performed to examine the belt fit problem as it relates to various size vehicles, predict the additional seat belt length necessary to accommodate up to the 99th percentile person, and evaluate the safety aspects of additional belt length. Ten vehicles that had been reported as having a belt fit problem were tested. Two were found to just meet the standard. Most had 6-7 inches of belt remaining even with the seat in the forward most position. A series of vehicles were tested for belt length required as a function of occupant weight using ten subjects. It was determined that each additional inch of belting will increase the accommodated body weight by 7.5 pounds. Thus, to accommodate up to the 99th percentile person weighing 260 pounds or 45 pounds above the standard 95th percentile person requires an additional 6 inches of belt. It was also determined that the belt length gained by seat travel is 2-3 times the seat travel or about 15-17 inches of belt.

Various approaches to establishing research priorities are reviewed and the desirability of a life based rather than an economic based metric is discussed. The concept of using impairment for this purpose is explored. The development of a data base covering the impairment resulting from motor vehicle crashes is described, based on the incidence and demographic data in the 1982-1004 National Accident Sampling System (NASS), standard life tables, and factors for whole-body impairment. A similar analysis was made of the years of life lost as the result of motor vehicle crashes using 1935 Fatal Accident Reporting System (FARS) data and standard life tables. Examples are presented on how these data could be used to establish priorities.