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Current developments in automotive industry such as hybrid powertrains and the continuously increasing demands on emission control systems, are pushing complexity still further. Validation of such systems lead to a huge amount of test cases and hence extreme testing efforts on the road. At the same time the pressure to reduce costs and minimize development time is creating challenging boundaries on development teams. Therefore, it is of utmost importance to utilize testing and validation prototypes in the most efficient way. It is necessary to apply high levels of instrumentation and collect as much data as possible. And a streamlined data pipeline allows the fleet managers to get new insights from the raw data and control the validation vehicles as well as the development team in the most efficient way. In this paper we will demonstrate a data-driven approach for validation testing.

J I Case Company has produced four-wheel-drive agricultural tractors since 1964. In 1984 however, the flagship of the Case fleet changed hands. Rising labor costs and larger farming operations spearheaded the need for a more efficient larger tractor. January 1984 marked the introduction of the largest four-wheel-drive tractor in the history of Case, the 4994, a 400-gross engine horsepower tractor, Figure 1. Sheer horsepower alone however, would not meet the requirements of today's farming operations. Case Engineering realized that tomorrows tractors must have sufficient power to handle the wide variety of attachments available. They also realized that along with the unmatched power must come precise control of the attachment. These advancements in farming have required improvements to the tractor hydraulic system. This paper describes the hydraulic system of the 4994, Case's new flagship.

In the process of conducting a reliability analysis of a system, quite often the population of interest is not homogenous; consisting of sub-populations which arise as production operations are adjusted, component suppliers are changed, etc. While these sub-populations are each unique in many ways, they also have much in common. It is also common for data to be available from a variety of different test regimes, e.g. environmental testing and fleet maintenance observations. Hierarchical Bayesian methods provide an organized, objective means of estimating the reliability of the individual systems, the sub-population reliability as well as the reliability of the entire population. This paper provides an introduction to a Bayesian approach that can be extended for more complicated situations.

A fleet of 50, 1986-1987 model year cars designed for unleaded gasoline has been tested on the road and on a chassis dynamometer over 5 driving cycles and a wide range of other manoeuvres including steady speeds. It was found that the fuel consumption of this fleet was 17 to 23% (depending on test cycle) less than that of a corresponding fleet to leaded fuelled cars of 1980 model year average. Exhaust emissions were significantly lowered in the range of 45 to 93%. However trend line analysis of the several data sets indicates that the ULG fleet has about 6% higher fuel consumption than would have been expected if there had been a continuing evolution of leaded vehicle technology. The data base produced has applicability to a wide range of planning and design tasks, and those illustrated indicate the effects of speed limit changes and advisory speed signs on fuel consumption and emissions.

A procedure is described which employs an air-cooled, 4-cycle, single-cylinder engine of the type often found on lawn and garden equipment, driven by an electric motor at 3100 rpm. The equipment is simple, inexpensive, and requires a modest volume of sample. Results compare favorably with the shear stability tests of a series of 13 oils prepared and field-tested in a 78 vehicle fleet by Subsection B-1 of ASTM Division VII of Committee D 2. The degree of correlation is comparable to that observed in several tests conducted in full size laboratory engine stands, and superior to that recently reported for a variety of non-engine bench tests (pump rigs, sonic oscillator, dispersion mill). Viscosity losses are also reported for a variety of commercial 10W-40 grade service station engine oils, when tested by this procedure.

Reliable motor vehicle emission predictions are needed to ensure sound policy decisions. This study reports on a comparison between measured in-tunnel fleet emissions and predictions made with two new Australian vehicle emission software programs (COPERT Australia and PΔP) for one air pollutant: nitrogen oxides (NOx). Measurements were taken from a 6.8 km tolled motorway tunnel that links several major roads in Brisbane, Australia. The validation study suggests that modelled vehicle emissions of NOx are similar to those measured in the tunnel with a prediction error less than ±25% for both light-duty and heavy-duty vehicles. A possible reason for the difference is a suspected younger and cleaner fleet in the tunnel as compared with the Queensland average fleet. Further analysis of license plate information is anticipated to verify this.

A broad look at the Cleveland Transit System inspection program is given, showing the types of inspections performed and the forms that are used with those inspections. The major reports and records of the system are also covered and their use by several echelons of management described. Of special interest is the method used in collecting mileage.

This paper describes a case study led by Science Applications International Corporation (SAIC) of Dayton, OH USA and Dearborn Group Inc. to prove the feasibility of employing Telematics technologies to the vehicle test and measurement industry. Many test functions can be automated through the use of secure wireless technologies. For example, vehicle data can be dynamically monitored on the vehicle and data meeting pre-determined criteria could be downloaded via the wireless communications center. Additionally, central, real-time wireless monitoring of vehicle fleets provides the vehicle fleet manager with the ability to manage multiple tests simultaneously, thus improving efficiencies and potentially reducing manpower costs and compressing test schedules.

This paper quantifies the potential of electric propulsion systems to reduce petroleum use and greenhouse gas (GHG) emissions in the 2030 U.S. light-duty vehicle fleet. The propulsion systems under consideration include gasoline hybrid-electric vehicles (HEVs), plug-in hybrid vehicles (PHEVs), fuel-cell hybrid vehicles (FCVs), and battery-electric vehicles (BEVs). The performance and cost of key enabling technologies were extrapolated over a 25-30 year time horizon. These results were integrated with software simulations to model vehicle performance and tank-to-wheel energy consumption. Well-to-wheel energy and GHG emissions of future vehicle technologies were estimated by integrating the vehicle technology evaluation with assessments of different fuel pathways. The results show that, if vehicle size and performance remain constant at present-day levels, these electric propulsion systems can reduce or eliminate the transport sector's reliance on petroleum.

In response to growing concern over the validity of the EPA fuel economy numbers, the Department of Energy undertook a study of actual on-road fuel economy as it compares to the EPA numbers. This report covers the development of the data base for that study, the analysis techniques used for the initial phases of the work, and the preliminary results of that analysis. Data on over 5000 in-use vehicles were collected for model years 1974-1977. Data were obtained from a number of private and government groups for vehicles in fleet and typical consumer use, from on-road tests, and from in-use dynamometer tests. Comparisons using linear regressions were made between these mpg values and the EPA certification results for the same models. The results describe these differences as a function of vehicle mpg and model year. Other more specific comparisons are also made. An analysis of in-use fuel economy ranking, compared to the ranking by the EPA mpg numbers, is presented.

This study compares the exhaust emission effects of splash blending MTBE with the effects of splash blending an equal volume of a “hydrocarbon surrogate” of similar volatility. A commercially available mixture of hexane isomers (C6-isomerate) served as the “hydrocarbon surrogate.” Three fuels were examined: an industry-average base gasoline, the base gasoline splash blended with 15 vol % MTBE, and the base gasoline splash blended with 15 vol % of C6-isomerate. Both criteria and speciated exhaust emissions were measured using the Federal Test Procedure in a fleet comprised of ten 1989-1993 model year (MY) vehicles. The only difference observed in the criteria and toxic emissions for the two blending agents was the level of CO emissions. The addition of MTBE decreased CO by 13% relative to the base fuel while the hydrocarbon surrogate resulted in a 5% decrease. Although the effect of MTBE was statistically significant, the effect of the surrogate was not.

The End of Life phase of Aircraft is a relatively complex phase in life cycle of this product. The retired Aircrafts need to be parked in certain conditions. Some valuable parts are disassembled and the rest of them are dismantled. Materials are separated and upgraded, waste is burned or deserted and toxic materials restrained or incinerated. All of these activities should be performed in an ecologically right manner; however, collectively produced added values for all stakeholders need to be considered. This paper aims to provide a conceptual framework for value chain analysis of Aircraft recycling process in the context of sustainable development. The value chain related to recycling aircraft at the end of life was chosen to generate an in-depth analysis of the value chain, considering environmental and socio-economic concerns. The value chain framework for recycling of fleets is identified. The key processes with environmental and social impacts are determined.

A road test has been conducted to quantify the benefits provided by two additive packages in a fleet of modern cars from the European market. One of the packages contains a high-performance detergent, the other contains the same detergent at lower concentration and a spark-aiding constituent. The test was designed to enable a critical three-way comparison to be made between the base fuel and the same fuel treated with the additives. Dynamometer measurements were made according to both the existing ECE Regulation 15 and the proposed Extended ECE test procedures. Through careful test design and execution, it has been possible to assess the performance of the additives at a high statistical confidence level. Both provide a consistently high level of inlet system cleanliness which leads to substantial reductions in fuel consumption and exhaust HC and CO emissions. NOx increases slightly, but the sum of HC+NOx (controlled in ECE legislation) does not.

A road test has been conducted to quantify the benefits provided by a high-performance gasoline additive package in a fleet of cars representative of Europe, SE Asia, and South America. The emissions, fuel consumption, and engine cleanliness benefits of additised versus untreated gasoline were compared in 15 pairs of cars. A further 6 cars were operated on a mixture of fuels to show the benefits of additised fuel versus mixed fuelling. The design of the experiment was based on a similar road test conducted in 1991. Through careful test design and execution, it has been possible to assess the performance of the package at a high statistical confidence level. The package provides a high level of inlet system cleanliness, a significant reduction in fuel consumption and reduced HC emissions.

Selecting the right transportation platform is challenging, whether it is at a personal level or at an organizational level. In settings where predominantly the functional aspects rule the decision making process, defining the mobility of a vehicle is critical for comparing different offerings and making acquisition decisions. With the advent of intelligent vehicles, exhibiting partial to full autonomy, this challenge is exacerbated. The same vehicle may traverse independently and with greater tolerance for acceleration than human occupied vehicles, while, at the same time struggle with obstacle avoidance. The problem presents itself at the individual vehicle sensing level and also at the vehicle/fleet level. At the sensing and information level, one can be looking at issues of latency, bandwidth and optimal information fusion from multiple sources including privileged sensing. At the overall vehicle level, one focuses more on the ability to complete missions.

Emissions from heavy-duty diesel vehicles have come under increased scrutiny with passage of the U.S. Clean Air Act Amendments of 1990. Methanol (M100) is seen as an important option for operators of transit fleets given the fuel's liquid nature and relative availability. This paper presents the results of a 36-month demonstration of a fleet of six methanol-powered transit buses equipped with DDC 6V-92TA engines. The engines were delivered in 1991 and were the first batch of Detroit Diesel engines certified to meet 1991 clean air standards. A similarly equipped control fleet of six diesel buses was tracked simultaneously. This paper includes an evaluation of bus operating data and emissions. Data such as fuel and oil consumption were collected along with a complete list of maintenance actions on both fleets. Chassis dynamometer emissions testing was carried out by Environment Canada at their River Road (Ottawa) test facility.

Heavy-duty diesel engines for transit bus applications are having to meet increasingly stringent emission standards. The new engines are significantly cleaner than they were just a few years ago. However, due to the long life of transit buses in Ontario (18 years), many buses still in service are powered by older engines which produce greater amounts of regulated exhaust emissions. The Ottawa-Carleton Regional Transit Commission (OC Transpo) has an interest in reducing emissions from older transit buses in their fleet. Eight Donaldson particulate trap systems were installed on transit buses. The purpose of the work, involving four different bus/engine combinations, was to assess the practicality and benefits of particulate traps in transit applications. This paper discusses the demonstration of diesel exhaust particulate traps in Ottawa-based transit buses.

A field test and laboratory analysis program, including the four SE engine tests, was carried out to evaluate the comparative performance characteristics of a virgin and an acid/ clay re-refined API-SE/SAE 20W-40 automotive engine lubricating oil under selected operating conditions. The two oils had the same additive package. Eight new police patrol cars, four on virgin and four on re-refined oil, were run in 1979/80 under normal fleet operation and maintenance practices for 100 000 km. The fleet oil change interval was 5000 km. All engines were disassembled and rated at the end of their fleet service. There were no oil related problems. Engine vehicle parts showed normal wear and deposits. Some small differences, however, were noted in the used oil properties, engine sequence tests and field engine ratings. In general, both oils operated satisfactorily and were considered substantially equivalent.

Once the focus of intense engineering scrutiny in the early 1990's, the major automotive companies suspended activity on 2-stroke engines because of perceived concerns over mechanical and emissions durability, and uncertain customer market acceptance. A 100-vehicle fleet, powered by the Orbital Combustion Process (OCP) air-assist direct fuel injected 2-stroke automotive engine, was launched into the Australian market to answer these questions. Homologated to Australian Design Rule (ADR) standards, the 2-stroke equipped vehicle fleet was distributed Australia-wide and exposed to a diverse range of driving styles and environmental conditions. Over three years, the Genesis ECOsport vehicles accumulated collectively in excess of 5.5 million kilometres with individual vehicles exceeding 160,000 km (or 100,000 miles). A brief overview will be given into the engine design, development and validation programs as well as vehicle build, validation, fleet management and data collection.

Federal Motor Vehicle Safety Standard (FMVSS) 121 has introduced many new and varied problems for vehicle manufacturers, component manufacturers, and vehicle operators. An area of great concern to vehicle operators, particularly fleets, is the question of compatibility associated with antilock system intermix, old and new vehicle intermix, and control standardization. This paper discusses the compatibility related problems observed during limited fleet tests and evaluation of FMVSS 121 braking systems. Test data, observations, and possible solutions are presented with emphasis on the need for more extensive investigation in this area to ensure that the goal of FMVSS 121-increased truck safety-is achieved.