scholarly journals A Study of Rolling Resistance Measurement and Effect on Heavy-duty Fuel Consumption on Concrete Pavement

2010 ◽  
Vol 48 (4) ◽  
pp. 11-17 ◽  
Author(s):  
T. Yoshimoto
Keyword(s):  
Fuel Consumption ◽  
Rolling Resistance ◽  
Concrete Pavement ◽  
Resistance Measurement ◽  
Heavy Duty

The Influence of Rolling Resistance on Fuel Consumption in Heavy-Duty Vehicles

2013 ◽  
Author(s):  
Marco Mammetti ◽  
David Gallegos ◽  
Alex Freixas ◽  
Jordi Muñoz
Keyword(s):  
Fuel Consumption ◽  
Rolling Resistance ◽  
Heavy Duty ◽  
Heavy Duty Vehicles

Impact of Concrete Pavement Structural Response on Rolling Resistance and Vehicle Fuel Economy

2017 ◽  
Vol 2640 (1) ◽  
pp. 84-94 ◽  
Author(s):  
Danilo Balzarini ◽  
Imen Zaabar ◽  
Karim Chatti
Keyword(s):  
Energy Consumption ◽  
Fuel Consumption ◽  
Moving Load ◽  
Structural Response ◽  
Rolling Resistance ◽  
Element Model ◽  
Concrete Pavement ◽  
Economic Evaluations ◽  
Total Consumption ◽  
Wheel Loading

Reduction in vehicle fuel consumption is one of the main benefits considered in technical and economic evaluations of road improvements. The study described in this paper investigated the increase in vehicle energy consumption caused by the structural response of a concrete pavement to a moving load. First, the day and night falling weight deflectometer deflection time histories were measured for three concrete sections; their mechanical characteristics were then backcalculated. Second, a finite element model (DYNASLAB) was used to determine the pavement structural response under moving load for all three sections under different wheel loading conditions (passenger car, SUV, and articulated truck), vehicle speeds, and temperatures. As the rolling wheels move forward, the local deflection basin caused by the delayed deformation of the subgrade and the rotation of the slab form a positive slope. The energy dissipated was calculated as the energy required for a rolling wheel to move uphill. Finally, the calorific values of gasoline and diesel were used to convert energy into fuel consumption excess. The maximum deflection-induced energy consumption is about 0.08% of the total consumption for articulated trucks, which is small compared with 1.9% for asphalt pavements at high temperatures and low speeds, as reported by other studies.

scholarly journals In Use Determination of Aerodynamic and Rolling Resistances of Heavy-Duty Vehicles

2021 ◽  
Vol 13 (2) ◽  
pp. 974
Author(s):  
Dimitrios Komnos ◽  
Stijn Broekaert ◽  
Theodoros Grigoratos ◽  
Leonidas Ntziachristos ◽  
Georgios Fontaras
Keyword(s):  
Drag Coefficient ◽  
Fuel Consumption ◽  
Carbon Dioxide Emissions ◽  
Rolling Resistance ◽  
Resistance Coefficient ◽  
Heavy Duty ◽  
Air Drag ◽  
Speed Test ◽  
Rolling Resistance Coefficient ◽  
Heavy Duty Vehicles

A vehicle’s air drag coefficient (Cd) and rolling resistance coefficient (RRC) have a significant impact on its fuel consumption. Consequently, these properties are required as input for the certification of the vehicle’s fuel consumption and Carbon Dioxide emissions, regardless of whether the certification is done via simulation or chassis dyno testing. They can be determined through dedicated measurements, such as a drum test for the tire’s rolling resistance coefficient and constant speed test (EU) or coast down test (US) for the body’s air Cd. In this paper, a methodology that allows determining the vehicle’s Cd·A (the product of Cd and frontal area of the vehicle) from on-road tests is presented. The possibility to measure these properties during an on-road test, without the need for a test track, enables third parties to verify the certified vehicle properties in order to preselect vehicle for further regulatory testing. On-road tests were performed with three heavy-duty vehicles, two lorries, and a coach, over different routes. Vehicles were instrumented with wheel torque sensors, wheel speed sensors, a GPS device, and a fuel flow sensor. Cd·A of each vehicle is determined from the test data with the proposed methodology and validated against their certified value. The methodology presents satisfactory repeatability with the error ranging from −21 to 5% and averaging approximately −6.8%. A sensitivity analysis demonstrates the possibility of using the tire energy efficiency label instead of the measured RRC to determine the air drag coefficient. Finally, on-road tests were simulated in the Vehicle Energy Consumption Calculation Tool with the obtained parameters, and the average difference in fuel consumption was found to be 2%.

Light-Weight Tire Concept

1996 ◽  
Vol 24 (2) ◽  
pp. 119-131
Author(s):  
F. Lux ◽  
H. Stumpf
Keyword(s):  
Fuel Consumption ◽  
Automobile Industry ◽  
Rolling Resistance ◽  
Performance Standards ◽  
Light Weight ◽  
Production Methods ◽  
Lower Fuel Consumption ◽  
Material Resources ◽  
The Past ◽  
Tire Production

Abstract Current demands by the consumer, the automobile industry, and the environment have determined the basis of this investigation. In the past, the requirements—ever faster, ever sportier—were accepted as decisive parameters for the development of our study. In the future, rational and safety-related tire characteristics as well as environmental consciousness will increase, whereas purely performance-related parameters will diminish in their importance. Through our light-weight tire project, we have paved the way for future tire generations. The first priority is the minimal use of material resources; this means a reduction of materials and energy in tire production by using advanced design and production methods without sacrificing performance standards. This benefits the consumer—the final judge of all of our activities—by considerably reducing the rolling resistance, leading to lower fuel consumption. Further design targets include the improvement of rolling behavior and increased comfort by reducing tire weight, and therefore a reduction in unsprung masses on the vehicle.

Fuel consumption and friction benefits of low viscosity engine oils for heavy duty applications

2017 ◽  
Vol 110 ◽  
pp. 23-34 ◽  
Author(s):  
Bernardo Tormos ◽  
Leonardo Ramírez ◽  
Jens Johansson ◽  
Marcus Björling ◽  
Roland Larsson
Keyword(s):  
Fuel Consumption ◽  
Heavy Duty ◽  
Engine Oils ◽  
Low Viscosity

Potential of the Variable Valve Actuation (VVA) Strategy on a Heavy Duty CNG Engine

2014 ◽  
Author(s):  
Mirko Baratta ◽  
Roberto Finesso ◽  
Daniela Misul ◽  
Ezio Spessa ◽  
Yifei Tong ◽  
...  
Keyword(s):  
Fuel Consumption ◽  
Operating Conditions ◽  
Intake Valve ◽  
Heavy Duty ◽  
Engine Emissions ◽  
Variable Valve Actuation ◽  
Cng Engine ◽  
Variable Valve ◽  
Working Point ◽  
Valve Actuation

The environmental concerns officially aroused in 1970s made the control of the engine emissions a major issue for the automotive industry. The corresponding reduction in fuel consumption has become a challenge so as to meet the current and future emission legislations. Given the increasing interest retained by the optimal use of a Variable Valve Actuation (VVA) technology, the present paper investigates into the potentials of combining the VVA solution to CNG fuelling. Experiments and simulations were carried out on a heavy duty 6-cylinders CNG engine equipped with a turbocharger displaying a twin-entry waste-gate-controlled turbine. The analysis aimed at exploring the potentials of the Early Intake Valve Closure (EIVC) mode and to identify advanced solutions for the combustion management as well as for the turbo-matching. The engine model was developed within the GT-Power environment and was finely tuned to reproduce the experimental readings under steady state operations. The 0D-1D model was hence run to reproduce the engine operating conditions at different speeds and loads and to highlight the effect of the VVA on the engine performance as well as on the fuel consumption and engine emissions. Pumping losses proved to reduce to a great extent, thus decreasing the brake specific fuel consumption (BSFC) with respect to the throttled engine. The exhaust temperature at the turbine inlet was kept to an almost constant value and minor variations were allowed. This was meant to avoid an excessive worsening in the TWC working conditions, as well as deterioration in the turbocharger performance during load transients. The numerical results also proved that full load torque increases can be achieved by reducing the spark advance so that a higher enthalpy is delivered to the turbocharger. Similar torque levels were also obtained by means of Early Intake Valve Closing strategy. For the latter case, negligible penalties in the fuel consumption were detected. Moreover, for a given combustion phasing, the IVC angle directly controls the mass-flow rate and thus the torque. On the other hand, a slight dependence on the combustion phasing can be detected at part load. Finally, the simulations assessed for almost constant fuel consumption for a wide range of IVC and SA values. Specific attention was also paid to the turbocharger group functioning and to its correct matching to the engine working point. The simulations showed that the working point on the compressor map can be optimized by properly setting the spark advance (SA) as referred to the adopted intake-valve closing angle. It is anyhow worth observing that the engine high loads set a constraint deriving from the need to meet the limits on the peak firing pressure (PFP), thus limiting the possibility to optimize the working point once the turbo-matching is defined.

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