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Evaluation of Activity, Fuel Use, an...

Sandhu, Gurdas Singh.

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Evaluation of Activity, Fuel Use, and Emissions of Heavy-Duty Diesel and Compressed Natural Gas Vehicles.

紀錄類型:	書目-電子資源 : Monograph/item
正題名/作者:	Evaluation of Activity, Fuel Use, and Emissions of Heavy-Duty Diesel and Compressed Natural Gas Vehicles./
作者:	Sandhu, Gurdas Singh.
面頁冊數:	472 p.
附註:	Source: Dissertation Abstracts International, Volume: 76-11(E), Section: B.
Contained By:	Dissertation Abstracts International76-11B(E).
標題:	Environmental engineering. -
電子資源:	http://pqdd.sinica.edu.tw/twdaoapp/servlet/advanced?query=3710687
ISBN:	9781321866704

Evaluation of Activity, Fuel Use, and Emissions of Heavy-Duty Diesel and Compressed Natural Gas Vehicles.
Sandhu, Gurdas Singh.

Evaluation of Activity, Fuel Use, and Emissions of Heavy-Duty Diesel and Compressed Natural Gas Vehicles. - 472 p.

Source: Dissertation Abstracts International, Volume: 76-11(E), Section: B.

Thesis (Ph.D.)--North Carolina State University, 2015.

This item must not be sold to any third party vendors.

The United States transportation sector consumes 126% of total national petroleum production. Compared to total highway vehicles, medium- and heavy-duty trucks (class 3 to 8) are only 4.2% of the population but consume 25% of total fuel use. The transportation sector contributes 33% of carbon dioxide (CO 2), 59% of oxides of nitrogen (NOx), and about 4% of particulate matter (PM) emissions of total national emissions inventory. Onroad heavy-duty diesel vehicles contribute 22%, 31%, and 30% of transportation related CO 2, NOx, and PM. Thus, heavy-duty highway vehicles are an important factor in total national energy use and emissions.

ISBN: 9781321866704Subjects--Topical Terms:

548583
Environmental engineering.

Evaluation of Activity, Fuel Use, and Emissions of Heavy-Duty Diesel and Compressed Natural Gas Vehicles.
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245 1 0 $a Evaluation of Activity, Fuel Use, and Emissions of Heavy-Duty Diesel and Compressed Natural Gas Vehicles.
300 $a 472 p.
500 $a Source: Dissertation Abstracts International, Volume: 76-11(E), Section: B.
500 $a Adviser: H. Christopher Frey.
502 $a Thesis (Ph.D.)--North Carolina State University, 2015.
506 $a This item must not be sold to any third party vendors.
506 $a This item must not be added to any third party search indexes.
520 $a The United States transportation sector consumes 126% of total national petroleum production. Compared to total highway vehicles, medium- and heavy-duty trucks (class 3 to 8) are only 4.2% of the population but consume 25% of total fuel use. The transportation sector contributes 33% of carbon dioxide (CO 2), 59% of oxides of nitrogen (NOx), and about 4% of particulate matter (PM) emissions of total national emissions inventory. Onroad heavy-duty diesel vehicles contribute 22%, 31%, and 30% of transportation related CO 2, NOx, and PM. Thus, heavy-duty highway vehicles are an important factor in total national energy use and emissions.
520 $a Portable Emissions Measurement Systems (PEMS) are useful for quantification of real-world activity, energy use, and emissions of vehicles. However, there is not a standard methodology for processing PEMS data, which can lead to potential errors in reported results. PEMS typically include tailpipe exhaust gas and particle analyzers, Global Positioning System (GPS) receivers, engine sensors, and electronic control unit (ECU) data loggers. The objectives of this research are to define PEMS data quality assurance methods and demonstrate the application of those methods to quantify the activity, fuel use, and emissions from on a variety of heavy-duty vehicles, operated on a variety of fuels.
520 $a Estimated fuel use and emission rates for heavy-duty vehicles are sensitive to errors in intake manifold absolute pressure (MAP) and engine revolutions per minute (RPM) values and in indicators of air-to-fuel ratio including carbon dioxide (CO2) and oxygen (O2) concentrations. Synchronization can be aided by maximizing the Pearson Correlation Coefficient between two indicator variables. Vehicle Specific Power (VSP) based modal average emission rates are more sensitive to mis-synchronized engine versus GPS data. Missynchronized data streams result in decreased variability between the lowest and highest modal average emission rates. Estimation of road grade from a linear least square slope of elevation over a specified distance is demonstrated.
520 $a Comparisons are made for emissions of three trucks operated on each of B20 biodiesel and ULSD. Furthermore, comparisons are made among five trucks with model years ranging from 1999 to 2010 to illustrate the impact of different emission standards and emission control technologies on real world emission rates. A key finding is that relative comparisons pertaining to fuels and technologies are robust to variability in observed duty cycles.
520 $a In-use measurements are made on twenty-four refuse trucks, 18 of which are operated on diesel and 6 on compressed natural gas (CNG). The 18 diesel trucks are further classified as 6 each of front-loader (FL), roll-off (RO), and side-loader (SL). The 6 CNG trucks are classified as 3 each of front-loader and side-loader configurations. During measurement, these trucks travelled about 2,700 miles and collected 7,500 cans that added up to 500 tons of trash. On average, the trucks spent between 40% to 70% time idling. The average fuel economy was 2.7 miles per gallon (mpg), 4.4 mpg, and 2.6 mpg for the diesel FL, RO, and SL trucks, respectively, and 2.2 miles per diesel gallon equivalent (mpdge) and 1.5 mpdge for the CNG FL and SL trucks, respectively. Selective catalytic reduction (SCR) and diesel particulate filter (DPF) controls achieved 80% to 95% emissions reduction efficiency and were unaffected by the stop-go and long idle duty cycles of refuse trucks. NOx and PM emissions on the 2010 compliant CNG trucks, having stoichiometric combustion with threeway catalyst (TWC), were lower than 2010 compliant diesel trucks. However, CO and HC emissions from the CNG trucks were an order higher than diesel trucks. MOVES predicted CO2 emissions are similar to those of the real-world while NOx and PM emissions are, on average, 40% lower and 300% higher, respectively. . The real-world data presented here can be used to estimate benefits of replacing old trucks with new trucks. Further, the data can be used to improve emission inventories and model predictions.
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