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1

EIA - AEO2010 - Naturall gas as a fuel for heavy trucks: Issues and  

Gasoline and Diesel Fuel Update (EIA)

gas as a fuel for heavy trucks: Issues and incentives gas as a fuel for heavy trucks: Issues and incentives Annual Energy Outlook 2010 with Projections to 2035 Natural gas as a fuel for heavy trucks: Issues and incentives Environmental and energy security concerns related to petroleum use for transportation fuels, together with recent growth in U.S. proved reserves and technically recoverable natural gas resources, including shale gas, have sparked interest in policy proposals aimed at stimulating increased use of natural gas as a vehicle fuel, particularly for heavy trucks. In 2008, U.S. freight trucks used more than 2 million barrels of petroleum-based diesel fuel per day. In the AEO2010 Reference case, they are projected to use 2.7 million barrels per day in 2035. Petroleum-based diesel use by freight trucks in 2008 accounted for 15 percent of total petroleum consumption (excluding biofuels and other non-petroleum-based products) in the transportation sector (13.2 million barrels per day) and 12 percent of the U.S. total for all sectors (18.7 million barrels per day). In the Reference case, oil use by freight trucks grows to 20 percent of total transportation use (13.7 million barrels per day) and 14 percent of the U.S. total (19.0 million barrels per day) by 2035. The following analysis examines the potential impacts of policies aimed at increasing sales of heavy-duty natural gas vehicles (HDNGVs) and the use of natural gas fuels, and key factors that lead to uncertainty in these estimates.

2

Natural Gas as a Fuel for Heavy Trucks: Issues and Incentives (released in AEO2010)  

Reports and Publications (EIA)

Environmental and energy security concerns related to petroleum use for transportation fuels, together with recent growth in U.S. proved reserves and technically recoverable natural gas resources, including shale gas, have sparked interest in policy proposals aimed at stimulating increased use of natural gas as a vehicle fuel, particularly for heavy trucks.

Information Center

2010-05-11T23:59:59.000Z

3

Heavy Truck Engine Program  

DOE Green Energy (OSTI)

The Heavy Duty Truck Engine Program at Cummins embodied three significant development phases. All phases of work strove to demonstrate a high level of diesel engine efficiency in the face of increasingly stringent emission requirements. Concurrently, aftertreatment system development and refinement was pursued in support of these efficiency demonstrations. The program's first phase focused on the demonstration in-vehicle of a high level of heavy duty diesel engine efficiency (45% Brake Thermal Efficiency) at a typical cruise condition while achieving composite emissions results which met the 2004 U.S. EPA legislated standards. With a combination of engine combustion calibration tuning and the development and application of Urea-based SCR and particulate aftertreatment, these demonstrations were successfully performed by Q4 of 2002. The second phase of the program directed efforts towards an in-vehicle demonstration of an engine system capable of meeting 2007 U.S. EPA legislated emissions requirements while achieving 45% Brake Thermal Efficiency at cruise conditions. Through further combustion optimization, the refinement of Cummins Cooled EGR architecture, the application of a high pressure common rail fuel system and the incorporation of optimized engine parasitics, Cummins Inc. successfully demonstrated these deliverables in Q2 of 2004. The program's final phase set a stretch goal of demonstrating 50% Brake Thermal Efficiency from a heavy duty diesel engine system capable of meeting 2010 U.S. EPA legislated emissions requirements. Cummins chose to pursue this goal through further combustion development and refinement of the Cooled EGR system architecture and also applied a Rankine cycle Waste Heat Recovery technique to convert otherwise wasted thermal energy to useful power. The engine and heat recovery system was demonstrated to achieve 50% Brake Thermal Efficiency while operating at a torque peak condition in second quarter, 2006. The 50% efficient engine system was capable of meeting 2010 emissions requirements through the application of NOx and particulate matter reduction techniques proven earlier in the program.

Nelson, Christopher

2009-01-08T23:59:59.000Z

4

CMVRTC: Heavy Truck Duty Cycle  

NLE Websites -- All DOE Office Websites (Extended Search)

heavy truck duty cycle (HTDC) project heavy truck duty cycle (HTDC) project OVERVIEW The Heavy Truck Duty Cycle (HTDC) Project was initiated in 2004 and is sponsored by the US Department of Energy's (DOE's) Office of FreedomCar and Vehicle Technologies Program. ORNL designed the research program to generate real-world-based duty cycle data from trucks operating in long-haul operations and was designed to be conducted in three phases: identification of parameters to be collected, instrumentation and pilot testing, identification of a real-world fleet, design of the data collection suite and fleet instrumentation, and data collection, analysis, and development of a duty cycle generation tool (DCGT). ANL logo dana logo michelin logo Schrader logo This type of data will be useful for supporting energy efficiency

5

Heavy Duty Truck Engine Advancement Adoption  

NLE Websites -- All DOE Office Websites (Extended Search)

petroleum consumption. According to the DOE Energy Information Administration's Annual Energy Outlook (AEO) 2009, U.S. heavy truck fuel consumption will increase 23 percent between...

6

Research and Development Opportunities for Heavy Trucks  

NLE Websites -- All DOE Office Websites (Extended Search)

1] 1] Introduction Heavy-duty long-haul trucks are critical to the movement of the Nation's freight. These vehicles, which currently consume about 10 percent of the Nation's oil, are characterized by high fuel consumption, fast market turnover, and rapid uptake of new technologies. Improving the fuel economy of Class 8 trucks will dramatically impact both fuel and cost savings. This paper describes the importance of heavy trucks to the Nation's economy, and its potential for fuel efficiency gains. Why Focus on Heavy Trucks? Large and Immediate Impact Investments in improving the fuel economy of heavy Class 8 trucks will result in large reduction in petroleum consumption within a short timeframe. While heavy-duty vehicles make up only 4% of the

7

Heavy Truck Clean Diesel Cooperative Research Program  

DOE Green Energy (OSTI)

This report is the final report for the Department of Energy on the Heavy Truck Engine Program (Contract No. DE-FC05-00OR22806) also known as Heavy Truck Clean Diesel (HTCD) Program. Originally, this was scoped to be a $38M project over 5 years, to be 50/50 co-funded by DOE and Caterpillar. The program started in June 2000. During the program the timeline was extended to a sixth year. The program completed in December 2006. The program goal was to develop and demonstrate the technologies required to enable compliance with the 2007 and 2010 (0.2g/bhph NOx, 0.01g/bhph PM) on-highway emission standards for Heavy Duty Trucks in the US with improvements in fuel efficiency compared to today's engines. Thermal efficiency improvement from a baseline of 43% to 50% was targeted.

Milam, David

2006-12-31T23:59:59.000Z

8

Heavy Truck Duty Cycle (HTDC) Project OVERVIEW The Heavy Truck Duty Cycle (HTDC)  

NLE Websites -- All DOE Office Websites (Extended Search)

(HTDC) Project (HTDC) Project OVERVIEW The Heavy Truck Duty Cycle (HTDC) Project is sponsored by the US Department of Energy's (DOE's) Office of FreedomCar and Vehicle Technologies. The project involves efforts to collect, analyze and archive data and information related to class -8 truck operation in real-world environments. Such data and information will be useful for supporting: energy efficiency technology evaluation efforts, the

9

The Role of Batteries in Auxiliary Power for Heavy Trucks  

DOE Green Energy (OSTI)

The problem that this paper deals with is that Heavy trucks leave their engines on while they are stopped and the driver is sleeping, eating, etc.

D. Crouch

2001-12-12T23:59:59.000Z

10

Alternative Fuels Data Center: Truck Stop Electrification for Heavy-Duty  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Truck Stop Truck Stop Electrification for Heavy-Duty Trucks to someone by E-mail Share Alternative Fuels Data Center: Truck Stop Electrification for Heavy-Duty Trucks on Facebook Tweet about Alternative Fuels Data Center: Truck Stop Electrification for Heavy-Duty Trucks on Twitter Bookmark Alternative Fuels Data Center: Truck Stop Electrification for Heavy-Duty Trucks on Google Bookmark Alternative Fuels Data Center: Truck Stop Electrification for Heavy-Duty Trucks on Delicious Rank Alternative Fuels Data Center: Truck Stop Electrification for Heavy-Duty Trucks on Digg Find More places to share Alternative Fuels Data Center: Truck Stop Electrification for Heavy-Duty Trucks on AddThis.com... More in this section... Idle Reduction Benefits & Considerations Heavy-Duty Vehicles

11

Evaluations of 1997 Fuel Consumption Patterns of Heavy Duty Trucks  

DOE Green Energy (OSTI)

The proposed 21st Century Truck program selected three truck classes for focused analysis. On the basis of gross vehicle weight (GVW) classification, these were Class 8 (representing heavy), Class 6 (representing medium), and Class 2b (representing light). To develop and verify these selections, an evaluation of fuel use of commercial trucks was conducted, using data from the 1997 Vehicle Inventory and Use Survey (VIUS). Truck fuel use was analyzed by registered GVW class, and by body type.

Santini, Danilo

2001-08-05T23:59:59.000Z

12

Alternative Fuels Data Center: Heavy-Duty Truck Idle Reduction Requirements  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Heavy-Duty Truck Idle Heavy-Duty Truck Idle Reduction Requirements to someone by E-mail Share Alternative Fuels Data Center: Heavy-Duty Truck Idle Reduction Requirements on Facebook Tweet about Alternative Fuels Data Center: Heavy-Duty Truck Idle Reduction Requirements on Twitter Bookmark Alternative Fuels Data Center: Heavy-Duty Truck Idle Reduction Requirements on Google Bookmark Alternative Fuels Data Center: Heavy-Duty Truck Idle Reduction Requirements on Delicious Rank Alternative Fuels Data Center: Heavy-Duty Truck Idle Reduction Requirements on Digg Find More places to share Alternative Fuels Data Center: Heavy-Duty Truck Idle Reduction Requirements on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type Heavy-Duty Truck Idle Reduction Requirements

13

Alternative Fuels Data Center: Heavy-Duty Truck Idle Reduction Technologies  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Heavy-Duty Truck Idle Heavy-Duty Truck Idle Reduction Technologies to someone by E-mail Share Alternative Fuels Data Center: Heavy-Duty Truck Idle Reduction Technologies on Facebook Tweet about Alternative Fuels Data Center: Heavy-Duty Truck Idle Reduction Technologies on Twitter Bookmark Alternative Fuels Data Center: Heavy-Duty Truck Idle Reduction Technologies on Google Bookmark Alternative Fuels Data Center: Heavy-Duty Truck Idle Reduction Technologies on Delicious Rank Alternative Fuels Data Center: Heavy-Duty Truck Idle Reduction Technologies on Digg Find More places to share Alternative Fuels Data Center: Heavy-Duty Truck Idle Reduction Technologies on AddThis.com... More in this section... Idle Reduction Benefits & Considerations Heavy-Duty Vehicles Onboard Equipment Truck Stop Electrification

14

The ethanol heavy-duty truck fleet demonstration project  

DOE Green Energy (OSTI)

This project was designed to test and demonstrate the use of a high- percentage ethanol-blended fuel in a fleet of heavy-duty, over-the- road trucks, paying particular attention to emissions, performance, and repair and maintenance costs. This project also represents the first public demonstration of the use of ethanol fuels as a viable alternative to conventional diesel fuel in heavy-duty engines.

NONE

1997-06-01T23:59:59.000Z

15

Vehicle Technologies Office: Fact #721: April 2, 2012 Heavy Trucks Move  

NLE Websites -- All DOE Office Websites (Extended Search)

1: April 2, 2012 1: April 2, 2012 Heavy Trucks Move Freight Efficiently to someone by E-mail Share Vehicle Technologies Office: Fact #721: April 2, 2012 Heavy Trucks Move Freight Efficiently on Facebook Tweet about Vehicle Technologies Office: Fact #721: April 2, 2012 Heavy Trucks Move Freight Efficiently on Twitter Bookmark Vehicle Technologies Office: Fact #721: April 2, 2012 Heavy Trucks Move Freight Efficiently on Google Bookmark Vehicle Technologies Office: Fact #721: April 2, 2012 Heavy Trucks Move Freight Efficiently on Delicious Rank Vehicle Technologies Office: Fact #721: April 2, 2012 Heavy Trucks Move Freight Efficiently on Digg Find More places to share Vehicle Technologies Office: Fact #721: April 2, 2012 Heavy Trucks Move Freight Efficiently on AddThis.com...

16

Heavy Truck Duty Cycle (HTDC) Project The Heavy Truck Duty Cycle (HTDC)  

E-Print Network (OSTI)

is sponsored by the US Department of Energy's (DOE's) Office of FreedomCar and Vehicle Technologies with standard dual tires. The trailers are of various manufacturers and are 53 foot dry-box vans. Five-trailer (Truck#1) had its engine running while the vehicle was not moving. Over a period of one year

17

On-Road Remote Sensing of Heavy-duty Diesel Truck  

E-Print Network (OSTI)

On-Road Remote Sensing of Heavy-duty Diesel Truck Emissions in the Austin- San Marcos Area: August Denver, CO 80208 November 1998 UNIVERSITY Of DENVER #12;Remote Sensing of Heavy-duty Trucks in Austin be observed by probing the exhaust. In the process of measuring the ratios, the remote sensing unit results

Denver, University of

18

F2001-01-2793 Design of an Advanced Heavy Tactical Truck  

E-Print Network (OSTI)

response of both a series hybrid and an electric-driven truck at the top (vehicle) level, and the response is applied to the design of an advanced heavy tactical truck. Novel technologies (e.g., series hybrid for both series hybrid and series electric drive propulsion systems; results are presented for two sets

Michelena, Nestor

19

FUEL CONSUMPTION AND COST SAVINGS OF CLASS 8 HEAVY-DUTY TRUCKS POWERED BY NATURAL GAS  

Science Conference Proceedings (OSTI)

We compare the fuel consumption and greenhouse gas emissions of natural gas and diesel heavy-duty (HD) class 8 trucks under consistent simulated drive cycle conditions. Our study included both conventional and hybrid HD trucks operating with either natural gas or diesel engines, and we compare the resulting simulated fuel efficiencies, fuel costs, and payback periods. While trucks powered by natural gas engines have lower fuel economy, their CO2 emissions and costs are lower than comparable diesel trucks. Both diesel and natural gas powered hybrid trucks have significantly improved fuel economy, reasonable cost savings and payback time, and lower CO2 emissions under city driving conditions. However, under freeway-dominant driving conditions, the overall benefits of hybridization are considerably less. Based on payback period alone, non-hybrid natural gas trucks appear to be the most economic option for both urban and freeway driving environments.

Gao, Zhiming [ORNL; LaClair, Tim J [ORNL; Daw, C Stuart [ORNL; Smith, David E [ORNL

2013-01-01T23:59:59.000Z

20

Fuel comsumption of heavy-duty trucks : potential effect of future technologies for improving energy efficiency and emission.  

Science Conference Proceedings (OSTI)

The results of an analysis of heavy-duty truck (Classes 2b through 8) technologies conducted to support the Energy Information Administration's long-term projections for energy use are summarized. Several technology options that have the potential to improve the fuel economy and emissions characteristics of heavy-duty trucks are included in the analysis. The technologies are grouped as those that enhance fuel economy and those that improve emissions. Each technology's potential impact on the fuel economy of heavy-duty trucks is estimated. A rough cost projection is also presented. The extent of technology penetration is estimated on the basis of truck data analyses and technical judgment.

Saricks, C. L.; Vyas, A. D.; Stodolsky, F.; Maples, J. D.; Energy Systems; USDOE

2003-01-01T23:59:59.000Z

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


21

Heavy-duty truck population, activity and usage patterns. Final report  

SciTech Connect

The objective of the study was to update the heavy-duty truck (HDT) population, activity (e.g., vehicle miles traveled (VMT), numbers of starts and trips, trip duration, etc.), and usage patterns type of service/business (e.g., delivery, construction, etc.), area of operation (i.e., local, short-haul, long-haul) for HDT`s registered and/or operated in California. The population and activity estimates were done on a weight-class-specific basis light-heavy-duty, medium-heavy-duty and heavy-heavy-duty. Population, activity and usage estimates were based primarily on Department of Motor Vehicles (DMV) registration data and Truck Inventory and Usage Survey (TIUS) data. In addition to the analysis of existing data (i.e., DMV and TIUS), 42 HDTs were fitted with on-board data loggers that recorded numbers of trips and starts, daily VMT and travel by time-of-day.

Fischer, M.

1998-07-01T23:59:59.000Z

22

Experimental Measurement of the Flow Field of Heavy Trucks  

SciTech Connect

Flat flaps that enclose the trailer base on the sides and top are known to reduce truck drag and reduce fuel consumption. Such flapped-truck geometries have been studied in laboratory wind tunnels and in field tests. A recent review of wind tunnel data for a variety of truck geometries and flow Reynolds numbers show roughly similar values of peak drag reduction, but differ in the determination of the optimum flap angle. Optimum angles lie in the range 12 degrees-20 degrees, and may be sensitive to Reynolds number and truck geometry. The present field test is undertaken to provide additional estimates of the magnitude of the savings to be expected on a typical truck for five flap angles 10, 13, 16, 19, and 22 degrees. The flaps are constructed from a fiberglass-epoxy-matrix material and are one-quarter of the base width in length (about 61 cm, or 2 feet). They are attached along the rear door hinge lines on either side of the trailer, so that no gap appears at the joint between the flap and the side of the trailer The flap angle is adjusted by means of two aluminum supports. The present test is performed on the NASA Crows Landing Flight Facility at the northern end of the San Joaquin valley in California. The main runway is approximately 2400 meters in length, and is aligned approximately in a north-south direction The test procedure is to make a series of runs starting at either end of the runway. All runs are initiated under computer control to accelerate the truck to a target speed of 60 mph (96 6 km/hr), to proceed at the target speed for a fixed distance, and to decelerate at the far end of the runway. During a run, the broadcast fuel rate, the engine rpm, forward speed, elapsed time--as well as several other parameters (10 in all)--are digitized at a rate of 100 digitizations per second. Various flapped-conditions are interspersed with the ''no flaps'' control, and are sequenced in a different order on different days. Approximately 310 runs are accumulated over the 5-day test period, May 17-21, 2004. The runway slopes rather uniformly upward from north-to-south. Over the distance of 2424 meters between our two ''start'' markers at either end of the runway, the net change in elevation is a little over ten meters. Test results clearly show the greater fuel consumption required to lift the truck against gravity in the southbound direction For this reason, it is important that the tests be averaged over a round trip circuit--that is, a run in both directions over the identical portion of the roadway. Northbound-southbound averages require an overlap segment of the runway (near the middle of the runway) where the truck--starting from either end--has achieved its target speed. For the target truck speed of 60 mph, this overlap region is approximately 700 meters in length. Typically a run and the return run are accomplished within a time interval of 6 minutes. Analysis of the data show fuel consumption savings at all flap angle settings tested, when compared to the ''no flaps'' condition. The most beneficial flap angle appears to be 13 degrees, for which the fuel consumption is 0.3778 {+-} 0.0025 liters/km compared to the ''no flaps'' control of 0.3941 {+-} 0.0034 liters/km. The error bounds expressed above mark the 99% confidence interval in the mean values given. That is, additional estimates of the mean fuel consumption would be expected to lie within the bounds given, approximately 99% of the time. The fuel consumption saving is--to reasonable accuracy--about 1.63 liters/100 kilometers. These savings represent the increment associated only with the change in drag due to the presence or absence of flaps. The result will hold for any truck of similar size and shape and engine performance regardless of the loading of the truck or the rolling resistance. The economy achieved by use of base flaps can be compared to the economy resulting from driving two trucks in a tandem configuration. In December 2003, such fuel consumption tests were performe

Fred Browand; Charles Radovich

2005-05-31T23:59:59.000Z

23

NOx Adsorbers for Heavy Duty Truck Engines-Testing and Simulation  

DOE Green Energy (OSTI)

This feasibility study of NOx adsorbers in heavy-duty diesel engines examined three configurations (dual-leg, single-leg and single-leg-bypass) in an integrated experimental setup, composed of a Detroit Diesel Class-8 truck engine, a catalyzed diesel particulate filter and the NOx absorber system. The setup also employed a reductant injection concept, sensors and advanced control strategies.

Hakim, N; Hoelzer, J.; Liu, Y.

2002-08-25T23:59:59.000Z

24

Remote Sensing of In-Use Heavy-Duty Diesel Trucks  

E-Print Network (OSTI)

Remote Sensing of In-Use Heavy-Duty Diesel Trucks D A N I E L A . B U R G A R D , G A R Y A . B I this study suggest that on-road remote sensing can detect illegal, high sulfur fuel use from individual heavy,HDDvehiclesemissionshavereceivedgrowing attentioninavarietyofstudiessuchaschassisdynamometers (5, 6), in a tunnel (7), and remote sensing (8-10) as well as one critical review (4

Denver, University of

25

Liquid natural gas as a transportation fuel in the heavy trucking industry. Final technical report  

DOE Green Energy (OSTI)

This report encompasses the second year of a proposed three year project with emphasis focused on fundamental research issues in Use of Liquid Natural Gas as a Transportation Fuel in the Heavy Trucking Industry. These issues may be categorized as (1) direct diesel replacement with LNG fuel, and (2) long term storage/utilization of LNG vent gases produced by tank storage and fueling/handling operation. The results of this work are expected to enhance utilization of LNG as a transportation fuel. The paper discusses the following topics: (A) Fueling Delivery to the Engine, Engine Considerations, and Emissions: (1) Atomization and/or vaporization of LNG for direct injection diesel-type natural gas engines; (2) Fundamentals of direct replacement of diesel fuel by LNG in simulated combustion; (3) Distribution of nitric oxide and emissions formation from natural gas injection; and (B) Short and long term storage: (1) Modification by partial direct conversion of natural gas composition for improved storage characteristics; (2) LNG vent gas adsorption and recovery using activate carbon and modified adsorbents; (3) LNG storage at moderate conditions.

Sutton, W.H.

1997-06-30T23:59:59.000Z

26

Liquid natural gas as a transportation fuel in the heavy trucking industry. Second quarterly progress report, [October 1, 1994-- December 30, 1994  

DOE Green Energy (OSTI)

Emphasis of this project focuses on LNG research issues in use of liquefied natural as a transportation fuel in heavy trucking industry. These issues maybe categorized as: task 1--direct diesel replacement with LNG fuel; and task 2--short and long term storage. Accomplishments for these tasks are discussed. Task 1 consists of atomization, fundamentals of direct replacement, and distribution of emissions. Task 2 includes modified adsorbents, vent gas, and LNG storage at moderate conditions.

Sutton, W.H.

1994-12-01T23:59:59.000Z

27

Advanced Electric Systems and Aerodynamics for Efficiency Improvements in Heavy Duty Trucks  

Science Conference Proceedings (OSTI)

The Advanced Electric Systems and Aerodynamics for Efficiency Improvements in Heavy Duty Trucks program (DE-FC26-04NT42189), commonly referred to as the AES program, focused on areas that will primarily benefit fuel economy and improve heat rejection while driving over the road. The AES program objectives were to: (1) Analyze, design, build, and test a cooling system that provided a minimum of 10 percent greater heat rejection in the same frontal area with no increase in parasitic fan load. (2) Realize fuel savings with advanced power management and acceleration assist by utilizing an integrated starter/generator (ISG) and energy storage devices. (3) Quantify the effect of aerodynamic drag due to the frontal shape mandated by the area required for the cooling system. The program effort consisted of modeling and designing components for optimum fuel efficiency, completing fabrication of necessary components, integrating these components into the chassis test bed, completing controls programming, and performance testing the system both on a chassis dynamometer and on the road. Emission control measures for heavy-duty engines have resulted in increased engine heat loads, thus introducing added parasitic engine cooling loads. Truck electrification, in the form of thermal management, offers technological solutions to mitigate or even neutralize the effects of this trend. Thermal control offers opportunities to avoid increases in cooling system frontal area and forestall reduced fuel economy brought about by additional aerodynamic vehicle drag. This project explored such thermal concepts by installing a 2007 engine that is compliant with current regulations and bears additional heat rejection associated with meeting these regulations. This newer engine replaced the 2002 engine from a previous project that generated less heat rejection. Advanced power management, utilizing a continuously optimized and controlled power flow between electric components, can offer additional fuel economy benefits to the heavy-duty trucking industry. Control software for power management brings added value to the power distribution and energy storage architecture on board a truck with electric accessories and an ISG. The research team has built upon a previous truck electrification project, formally, 'Parasitic Energy Loss Reduction and Enabling Technologies for Class 7/8 Trucks', DE-FC04-2000AL6701, where the fundamental concept of electrically-driven accessories replacing belt/gear-driven accessories was demonstrated on a Kenworth T2000 truck chassis. The electrical accessories, shown in Figure 1, were controlled to provide 'flow on demand' variable-speed operation and reduced parasitic engine loads for increased fuel economy. These accessories also provided solutions for main engine idle reduction in long haul trucks. The components and systems of the current project have been integrated into the same Kenworth T2000 truck platform. Reducing parasitic engine loading by decoupling accessory loads from the engine and driving them electrically has been a central concept of this project. Belt or gear-driven engine accessories, such as water pump, air conditioning compressor, or air compressor, are necessarily tied to the engine speed dictated by the current vehicle operating conditions. These conventional accessory pumps are sized to provide adequate flow or pressure at low idle or peak torque speeds, resulting in excess flow or pressure at cruising or rated speeds. The excess flow is diverted through a pressure-minimizing device such as a relief valve thereby expending energy to drive unnecessary and inefficient pump operation. This inefficiency causes an increased parasitic load to the engine, which leads to a loss of usable output power and decreased fuel economy. Controlling variable-speed electric motors to provide only the required flow or pressure of a particular accessory system can yield significant increases in fuel economy for a commercial vehicle. Motor loads at relatively high power levels (1-5 kW, or higher) can be efficiently provided

Larry Slone; Jeffrey Birkel

2007-10-31T23:59:59.000Z

28

Advanced Electric Systems and Aerodynamics for Efficiency Improvements in Heavy Duty Trucks  

DOE Green Energy (OSTI)

The Advanced Electric Systems and Aerodynamics for Efficiency Improvements in Heavy Duty Trucks program (DE-FC26-04NT42189), commonly referred to as the AES program, focused on areas that will primarily benefit fuel economy and improve heat rejection while driving over the road. The AES program objectives were to: (1) Analyze, design, build, and test a cooling system that provided a minimum of 10 percent greater heat rejection in the same frontal area with no increase in parasitic fan load. (2) Realize fuel savings with advanced power management and acceleration assist by utilizing an integrated starter/generator (ISG) and energy storage devices. (3) Quantify the effect of aerodynamic drag due to the frontal shape mandated by the area required for the cooling system. The program effort consisted of modeling and designing components for optimum fuel efficiency, completing fabrication of necessary components, integrating these components into the chassis test bed, completing controls programming, and performance testing the system both on a chassis dynamometer and on the road. Emission control measures for heavy-duty engines have resulted in increased engine heat loads, thus introducing added parasitic engine cooling loads. Truck electrification, in the form of thermal management, offers technological solutions to mitigate or even neutralize the effects of this trend. Thermal control offers opportunities to avoid increases in cooling system frontal area and forestall reduced fuel economy brought about by additional aerodynamic vehicle drag. This project explored such thermal concepts by installing a 2007 engine that is compliant with current regulations and bears additional heat rejection associated with meeting these regulations. This newer engine replaced the 2002 engine from a previous project that generated less heat rejection. Advanced power management, utilizing a continuously optimized and controlled power flow between electric components, can offer additional fuel economy benefits to the heavy-duty trucking industry. Control software for power management brings added value to the power distribution and energy storage architecture on board a truck with electric accessories and an ISG. The research team has built upon a previous truck electrification project, formally, 'Parasitic Energy Loss Reduction and Enabling Technologies for Class 7/8 Trucks', DE-FC04-2000AL6701, where the fundamental concept of electrically-driven accessories replacing belt/gear-driven accessories was demonstrated on a Kenworth T2000 truck chassis. The electrical accessories, shown in Figure 1, were controlled to provide 'flow on demand' variable-speed operation and reduced parasitic engine loads for increased fuel economy. These accessories also provided solutions for main engine idle reduction in long haul trucks. The components and systems of the current project have been integrated into the same Kenworth T2000 truck platform. Reducing parasitic engine loading by decoupling accessory loads from the engine and driving them electrically has been a central concept of this project. Belt or gear-driven engine accessories, such as water pump, air conditioning compressor, or air compressor, are necessarily tied to the engine speed dictated by the current vehicle operating conditions. These conventional accessory pumps are sized to provide adequate flow or pressure at low idle or peak torque speeds, resulting in excess flow or pressure at cruising or rated speeds. The excess flow is diverted through a pressure-minimizing device such as a relief valve thereby expending energy to drive unnecessary and inefficient pump operation. This inefficiency causes an increased parasitic load to the engine, which leads to a loss of usable output power and decreased fuel economy. Controlling variable-speed electric motors to provide only the required flow or pressure of a particular accessory system can yield significant increases in fuel economy for a commercial vehicle. Motor loads at relatively high power levels (1-5 kW, or higher) can be efficiently provided

Larry Slone; Jeffrey Birkel

2007-10-31T23:59:59.000Z

29

Combustion Commonality and Differences Between HSDI and Heavy Duty Truck Engines  

DOE Green Energy (OSTI)

Experimental understanding of the diesel spray and combustion process at the fundamental level has helped advance the virtual lab simulation tools. The computational fluid dynamics (CFD)-based simulation has been globally verified in many engines, providing substantial credibility to the use of this technology in advanced engine development. This paper highlights the common aspects and differences between the smallbore HSDI and the larger displacement heavy-duty truck engine spray and combustion processes. Implications for combustion system strategies will be delineated. Detroit Diesel integrated ''Wired'' approach will be explained with pointers towards future tool enhancements.

Chen, Rong

2000-08-20T23:59:59.000Z

30

SCR SYSTEMS FOR HEAVY DUTY TRUCKS: PROGRESS TOWARDS MEETING EURO 4 EMISSION STANDARDS IN 2005  

DOE Green Energy (OSTI)

Emissions of diesel engines contain some components, which support the generation of smog and which are classified hazardous. Exhaust gas aftertreatment is a powerful tool to reduce the NOx and Particulate emissions. The NOx-emission can be reduced by the SCR technology. SCR stands for Selective Catalytic Reduction. A reduction agent has to be injected into the exhaust upstream of a catalyst. On the catalyst the NOx is reduced to N2 (Nitrogen) and H2O (Water). This catalytic process was developed in Japan about 30 years ago to reduce the NOx emission of coal-fired power plants. The first reduction agent used was anhydrous ammonia (NH3). SCR technology was used with diesel engines starting mid of the 80s. First applications were stationary operating generator-sets. In 1991 a joint development between DaimlerChrysler, MAN, IVECO and Siemens was started to use SCR technology for the reduction of heavy duty trucks. Several fleet tests demonstrated the durability of the systems. To day, SCR technology is the most promising technology to fulfill the new European Regulations EURO 4 and EURO 5 being effective Oct. 2005 and Oct. 2008. The efficient NOx reduction of the catalyst allows an engine calibration for low fuel consumption. DaimlerChrysler decided to use the SCR technology on every heavy duty truck and bus in Europe and many other truck manufacturers will introduce SCR technology to fulfill the 2005 emission regulation. The truck manufacturers in Europe agreed to use aqueous solution of Urea as reducing agent. The product is called AdBlue. AdBlue is a non toxic, non smelling liquid. The consumption is about 5% of the diesel fuel consumption to reduce the NOx emissions. A small AdBlue tank has to be installed to the vehicle. With an electronically controlled dosing system the AdBlue is injected into the exhaust. The dosing system is simple and durable. It has proven its durability during winter and summer testing as well as in fleet tests. The infrastructure for AdBlue is under evaluation in Europe by Urea Producers and Mineral Oil companies to be readily available in time. Urea is one of the most common chemical products in the world and the production and the distribution very much experienced. However, a pure grade is needed for automotive application and requires special attention.

Frank, W; Huethwohl, G; Maurer, B

2003-08-24T23:59:59.000Z

31

Outdoor Electric Heavy-Duty Lift Truck Demonstration at Progress Energy Florida  

Science Conference Proceedings (OSTI)

Electric lift trucks now represent well over 50% of the U.S. lift truck market, their sales propelled by improved performance, life-cycle cost savings, and operational, health, and environmental benefits. In fact, research shows that electric lift trucks over their lifetime cost approximately $1 per operating hour less per unit than internal combustion trucks due to lower fuel and maintenance costs. Despite these market successes, however, some users perceive that electric lift trucks do not perform ...

2012-08-23T23:59:59.000Z

32

Heavy-Duty Truck Idle Reduction Technology Demonstations - 2005 Status Report  

NLE Websites -- All DOE Office Websites (Extended Search)

June 30, 2006 June 30, 2006 Heavy-Duty Truck Idle Reduction Technology Demonstrations 2005 Status Report Fred Wagner Energetics Incorporated NOTICE This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement,

33

Lift truck safety review  

SciTech Connect

This report presents safety information about powered industrial trucks. The basic lift truck, the counterbalanced sit down rider truck, is the primary focus of the report. Lift truck engineering is briefly described, then a hazard analysis is performed on the lift truck. Case histories and accident statistics are also given. Rules and regulations about lift trucks, such as the US Occupational Safety an Health Administration laws and the Underwriter`s Laboratories standards, are discussed. Safety issues with lift trucks are reviewed, and lift truck safety and reliability are discussed. Some quantitative reliability values are given.

Cadwallader, L.C.

1997-03-01T23:59:59.000Z

34

Application of the New City-Suburban Heavy Vehicle Route (CSHVR) to Truck Emissions Characterization  

DOE Green Energy (OSTI)

Speed-time and video data were tractor-trailers performing local deliveries in logged for Akron, OH. and Richmond, VA. in order to develop an emissions test schedule that represented real truck use. The data bank developed using these logging techniques was used to create a Yard cycle, a Freeway cycle and a City-Suburban cycle by the concatenation of microtrips. The City-Suburban driving cycle was converted to a driving route, in which the truck under test would perform at maximum acceleration during certain portions of the test schedule. This new route was used to characterize the emissions of a 1982 Ford tractor with a Cummins 14 liter, 350 hp engine and a 1998 International tractor with a Cummins 14 liter, 435 hp engine. Emissions levels were found to be repeatable with one driver and the drier-to-driver variation of NO{sub x} was under 4%, although the driver-to driver variations of CO and PM were higher. Emissions levels of NO{sub x} for the Ford tractor at a test weight of 46,400 lb. u sing the CSHVR were comparable with values obtained using the WVU 5 mile route and the EPA Urban Dynamometer Driving Schedule for Heavy Duty Vehicles (''Test D''). The PM missions were slightly higher for the CSHVR than the 5 mile route and Test D. The effect of test weight on emissions, in units of mass/distance, was assessed using the International tractor with the CSHVR at 26,000, 36,000 and 46,400 lb. test weights. Variation of all regulated exhaust emissions was small between test weights, although the CO{sub 2} level reflected the additional energy used at higher weights. The small variation in regulated emissions may be attributed to the fact that in all three cases, the route called for full power operation of the vehicle, and that PM puff associated with gear shifting would be similar. It is concluded that the CSHVR represents a useful and realistic test schedule for truck emissions characterization.

Nigel N. Clark; James J. Daley; Ralph D. Nine; Christopher M. Atkinson

1999-05-03T23:59:59.000Z

35

Thermal management in heavy vehicles : a review identifying issues and research requirements.  

DOE Green Energy (OSTI)

Thermal management in heavy vehicles is cross-cutting because it directly or indirectly affects engine performance, fuel economy, safety and reliability, engine/component life, driver comfort, materials selection, emissions, maintenance, and aerodynamics. It follows that thermal management is critical to the design of large (class 6-8) trucks, especially in optimizing for energy efficiency and emissions reduction. Heat rejection requirements are expected to increase, and it is industry's goal to develop new, innovative, high-performance cooling systems that occupy less space and are lightweight and cost-competitive. The state of the art in heavy vehicle thermal management is reviewed, and issues and research areas are identified.

Wambsganss, M. W.

1999-01-15T23:59:59.000Z

36

Liquid natural gas as a transportation fuel in the heavy trucking industry. Final technical report, May 10, 1994--December 30, 1995  

DOE Green Energy (OSTI)

This report encompasses the first year of a proposed three year project with emphasis focused on LNG research issues in Use of Liquid Natural Gas as a Transportation Fuel in the Heavy Trucking Industry. These issues may be categorized as (i) direct diesel replacement with LNG fuel, and (ii) long term storage/utilization of LNG vent gases produced by tank storage and fueling/handling operation. Since this work was for fundamental research in a number of related areas to the use of LNG as a transportation fuel for long haul trucking, many of those results have appeared in numerous refereed journal and conference papers, and significant graduate training experiences (including at least one M.S. thesis and one Ph.D. dissertation) in the first year of this project. In addition, a potential new utilization of LNG fuel has been found, as a part of this work on the fundamental nature of adsorption of LNG vent gases in higher hydrocarbons; follow on research for this and other related applications and transfer of technology are proceeding at this time.

Sutton, W.H.

1995-12-31T23:59:59.000Z

37

Simulated fuel economy and emissions performance during city and interstate driving for a heavy-duty hybrid truck  

Science Conference Proceedings (OSTI)

We compare simulated fuel economy and emissions for both conventional and hybrid class 8 heavy-duty diesel trucks operating over multiple urban and highway driving cycles. Both light and heavy freight loads were considered, and all simulations included full aftertreatment for NOx and particulate emissions controls. The aftertreatment components included a diesel oxidation catalyst (DOC), urea-selective catalytic NOx reduction (SCR), and a catalyzed diesel particulate filter (DPF). Our simulated hybrid powertrain was configured with a pre-transmission parallel drive, with a single electric motor between the clutch and gearbox. A conventional HD truck with equivalent diesel engine and aftertreatment was also simulated for comparison. Our results indicate that hybridization can significantly increase HD fuel economy and improve emissions control in city driving. However, there is less potential hybridization benefit for HD highway driving. A major factor behind the reduced hybridization benefit for highway driving is that there are fewer opportunities to utilize regenerative breaking. Our aftertreatment simulations indicate that opportunities for passive DPF regeneration are much greater for both hybrid and conventional trucks during highway driving due to higher sustained exhaust temperatures. When passive DPF regeneration is extensively utilized, the fuel penalty for particulate control is virtually eliminated, except for the 0.4%-0.9% fuel penalty associated with the slightly higher exhaust backpressure.

Daw, C Stuart [ORNL; Gao, Zhiming [ORNL; Smith, David E [ORNL; LaClair, Tim J [ORNL; Pihl, Josh A [ORNL; Edwards, Kevin Dean [ORNL

2013-01-01T23:59:59.000Z

38

Vehicle Technologies Office: 21st Century Truck  

NLE Websites -- All DOE Office Websites (Extended Search)

for 21st Century Truck Partnership. Partial outline of three various size medium to heavy-duty trucks followed by the words, 21st Century Truck Partnership. Medium-duty and...

39

Energy Department, Volvo Partnership Builds More Efficient Trucks...  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

the United States. Volvo Truck Corporation is one of the leading heavy truck and engine manufacturers in the world. Volvo Trucks manufactures a line of Class 8 trucks, and is...

40

Development of LNG-Powered Heavy-Duty Trucks in Commercial Hauling  

DOE Green Energy (OSTI)

In support of the U.S. Department of Energy's development, deployment, and evaluation of alternative fuels, NREL and the Trucking Research Institute contracted with Detroit Diesel Corporation (DDC) to develop and operate a liquid natural gas fueled tractor powered by a DDC Series 50 prototype natural gas engine. This is the final report on the project.

Detroit Diesel Corporation; Trucking Research Institute

1998-12-03T23:59:59.000Z

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


41

Emission and Performance Comparison of the Natural Gas C-Gas Plus Engine in Heavy-Duty Trucks: Final Report  

DOE Green Energy (OSTI)

Subcontractor report details results of on-road development and emissions characteristics of C-Gas Plus natural gas engine in Viking Freight heavy duty trucks. The objective of this project was to develop, on road and in service, a natural gas truck/bus engine (the C-Gas Plus) with higher horsepower, lower cost, and better performance and diagnostics than the previous C8.3G natural gas engine. The engine was to have an advanced engine management control system to enable implementation of proven technologies that improve engine performance and power density (hp/L). The C-Gas Plus engine was designed to meet the following objectives: (1) Higher engine ratings (280 hp and 850 ft-lb torque for the C-Gas Plus) than the C8.3G natural gas engine; (2) Lower capital cost than the C8.3G engine; and (3) Low emission standards: California Air Resources Board (CARB) low-NO{sub x} (oxides of nitrogen) (2.0 g/bhp-h) and U.S. Environmental Protection Agency (EPA) Clean Fuel Fleet Program ultra-low emission vehicle (ULEV) emission certifications.

Lyford-Pike, E. J.

2003-04-01T23:59:59.000Z

42

WORKSHOP REPORT: Trucks and Heavy-Duty Vehicles Technical Requirements and Gaps for Lightweight and Propulsion Materials  

NLE Websites -- All DOE Office Websites (Extended Search)

VEHICLE TECHNOLOGIES OFFICE VEHICLE TECHNOLOGIES OFFICE WORKSHOP REPORT: Trucks and Heavy-Duty Vehicles Technical Requirements and Gaps for Lightweight and Propulsion Materials February 2013 FINAL REPORT This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise,

43

Statistical description of heavy truck accidents on representative segments of interstate highway  

SciTech Connect

Any quantitative analysis of the risk of transportation accidents requires the use of many different statistical distributions. Included among these are the types of accidents which occur and the severity of these when they do occur. Several previous studies have derived this type of information for truck traffic over U. S. highways in general; these data are not necessarily applicable for the anticipated LMFBR spent fuel cask routes. This report presents data for highway segments representative of the specific LMFBR cask routes which are anticipated. These data are based upon a detailed record-by-record review of filed reports for accidents which occurred along the specified route segments.

Hartman, W.F.; Davidson, C.A.; Foley, J.T.

1977-01-01T23:59:59.000Z

44

DEVELOPMENT OF UREA-SCR FOR HEAVY-DUTY TRUCKS DEMONSTRATION UPDATE  

DOE Green Energy (OSTI)

This study included engine cell and vehicle tests. The engine cell tests are aimed at determining NOX reduction using the US transient and OICA emissions test cycles. These cycles will be included in future US HD emissions standards. The vehicle tests will show urea-SCR system performance during real-world operation. These tests will prove that the technology can be successfully implemented and demonstrated over-the-road. The program objectives are to: (a) apply urea-SCR to a US HD diesel engine; (b) determine engine cell emissions reduction during US-transient and OICA cycles; (c) apply urea-SCR to a US HD diesel truck; and (d) determine NOX reduction and urea consumption during over-the-road operation.

Miller, William

2000-08-20T23:59:59.000Z

45

Water issues associated with heavy oil production.  

Science Conference Proceedings (OSTI)

Crude oil occurs in many different forms throughout the world. An important characteristic of crude oil that affects the ease with which it can be produced is its density and viscosity. Lighter crude oil typically can be produced more easily and at lower cost than heavier crude oil. Historically, much of the nation's oil supply came from domestic or international light or medium crude oil sources. California's extensive heavy oil production for more than a century is a notable exception. Oil and gas companies are actively looking toward heavier crude oil sources to help meet demands and to take advantage of large heavy oil reserves located in North and South America. Heavy oil includes very viscous oil resources like those found in some fields in California and Venezuela, oil shale, and tar sands (called oil sands in Canada). These are described in more detail in the next chapter. Water is integrally associated with conventional oil production. Produced water is the largest byproduct associated with oil production. The cost of managing large volumes of produced water is an important component of the overall cost of producing oil. Most mature oil fields rely on injected water to maintain formation pressure during production. The processes involved with heavy oil production often require external water supplies for steam generation, washing, and other steps. While some heavy oil processes generate produced water, others generate different types of industrial wastewater. Management and disposition of the wastewater presents challenges and costs for the operators. This report describes water requirements relating to heavy oil production and potential sources for that water. The report also describes how water is used and the resulting water quality impacts associated with heavy oil production.

Veil, J. A.; Quinn, J. J.; Environmental Science Division

2008-11-28T23:59:59.000Z

46

Raley's LNG Truck Site Final Data Report  

DOE Green Energy (OSTI)

Raley's is a 120-store grocery chain with headquarters in Sacramento, California, that has been operating eight heavy-duty LNG trucks (Kenworth T800 trucks with Cummins L10-300G engines) and two LNG yard tractors (Ottawa trucks with Cummins B5.9G engines) since April 1997. This report describes the results of data collection and evaluation of the eight heavy-duty LNG trucks compared to similar heavy-duty diesel trucks operating at Raley's. The data collection and evaluation are a part of the U.S. Department of Energy (DOE)/National Renewable Energy Laboratory (NREL) Alternative Fuel Truck Evaluation Project.

Battelle

1999-07-01T23:59:59.000Z

47

Vehicle Technologies Office: 21st Century Truck Partners  

NLE Websites -- All DOE Office Websites (Extended Search)

Truck Partnership is an industry-government collaboration among heavy-duty engine manufacturers, medium-duty and heavy-duty truck and bus manufacturers, heavy-duty hybrid...

48

Reducing Bodybuilder Waste on SCANIA Trucks.  

E-Print Network (OSTI)

?? In a world of fierce competition that is the reality for heavy truck manufacturers, it is important to optimize every step of production to… (more)

Dahlberg, Carl

2011-01-01T23:59:59.000Z

49

Waste Management's LNG Truck Fleet: Final Results  

DOE Green Energy (OSTI)

Waste Management, Inc., began operating a fleet of heavy-duty LNG refuse trucks at its Washington, Pennsylvania, facility. The objective of the project was to provide transportation professionals with quantitative, unbiased information on the cost, maintenance, operational, and emissions characteristics of LNG as one alternative to conventional diesel for heavy-duty trucking applications.

Chandler, K. [Battelle (US); Norton, P. [National Renewable Energy Laboratory (US); Clark, N. [West Virginia University (US)

2001-01-25T23:59:59.000Z

50

STATEMENT OF CONSIDERATIONS REQUEST BY MACK TRUCKS, INC. FOR...  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

for all subject inventions made under the above subject cooperative agreement: "Very High Fuel Economy, Heavy Duty, Constant Speed, Truck, Engine Optimized Via Unique Energy...

51

STATEMENT OF CONSIDERATIONS REQUEST BY OSHKOSH TRUCK CORPORATION...  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

of advanced, next generation heavy hybrid truck and bus propulsion technologies and hybrid vehicle systems. This two phase technology development program is intended to...

52

Ralphs Grocery EC-Diesel Truck Fleet: Final Results  

DOE Green Energy (OSTI)

DOE's Office of Heavy Vehicle Technologies sponsored a research project with Ralphs Grocery Company to collect and analyze data on the performance and operation of 15 diesel trucks fueled with EC-Diesel in commercial service. These trucks were compared to 5 diesel trucks fueled with CARB diesel and operating on similar routes. This document reports this evaluation.

Not Available

2003-02-01T23:59:59.000Z

53

Criticality safety and shielding design issues in the development of a high-capacity cask for truck transport  

SciTech Connect

General Atomics (GA) will be submitting an application for certification to the US Nuclear Regulatory Commission (NRC) for the GA-4 and GA-9 Casks In 1992. The GA-4 and GA-9 Casks are high-capacity legal weight truck casks designed to transport light water reactor spent fuel assemblies. To maintain a capacity of four pressurized-water-reactor (PWR) spent fuel assemblies, the GA-4 Cask uses burnup credit as part of the criticality control for initial enrichments over 3.0 wt% U-235. Using the US Department of Energy (DOE) Burnup Credit Program as a basis, GA has performed burnup credit analysis which is included in the Safety Analysis Report for Packaging (SARP). The GA-9 Cask can meet the criticality safety requirements using the ``fresh fuel`` assumption. Our approach to shielding design is to optimize the GA-4 and GA-9 Cask shielding configurations for minimum weights and maximum payloads. This optimization involves the use of the most effective shielding material, square cross-section geometry with rounded corners and tapered neutron shielding sections in the non-fuel regions.

Boshoven, J.K.

1992-08-01T23:59:59.000Z

54

Criticality safety and shielding design issues in the development of a high-capacity cask for truck transport  

Science Conference Proceedings (OSTI)

General Atomics (GA) will be submitting an application for certification to the US Nuclear Regulatory Commission (NRC) for the GA-4 and GA-9 Casks In 1992. The GA-4 and GA-9 Casks are high-capacity legal weight truck casks designed to transport light water reactor spent fuel assemblies. To maintain a capacity of four pressurized-water-reactor (PWR) spent fuel assemblies, the GA-4 Cask uses burnup credit as part of the criticality control for initial enrichments over 3.0 wt% U-235. Using the US Department of Energy (DOE) Burnup Credit Program as a basis, GA has performed burnup credit analysis which is included in the Safety Analysis Report for Packaging (SARP). The GA-9 Cask can meet the criticality safety requirements using the fresh fuel'' assumption. Our approach to shielding design is to optimize the GA-4 and GA-9 Cask shielding configurations for minimum weights and maximum payloads. This optimization involves the use of the most effective shielding material, square cross-section geometry with rounded corners and tapered neutron shielding sections in the non-fuel regions.

Boshoven, J.K.

1992-01-01T23:59:59.000Z

55

Occult Trucking and Storage  

E-Print Network (OSTI)

At least we used to. We are Occult Trucking and Storage andNOTHING. FLASHBACK -- OCCULT TRUCKING AND STORAGE DEPOT --I saw him. FLASHBACK - OCCULT TRUCKING AND STORAGE DEPOT -

Eyres, Jeffrey Paul

2011-01-01T23:59:59.000Z

56

Raley's LNG Truck Fleet: Final Results  

DOE Green Energy (OSTI)

Raley's, a large retail grocery company based in Northern California, began operating heavy-duty trucks powered by liquefied natural gas (LNG) in 1997, in cooperation with the Sacramento Metropolitan Air Quality Management District (SMAQMD). The US Department of Energy (DOE) Office of Heavy Vehicle Technologies (OHVT) sponsored a research project to collect and analyze data on the performance and operation costs of eight of Raley's LNG trucks in the field. Their performance was compared with that of three diesel trucks operating in comparable commercial service. The objective of the DOE research project, which was managed by the National Renewable Energy Laboratory (NREL), was to provide transportation professionals with quantitative, unbiased information on the cost, maintenance, operational, and emissions characteristics of LNG as one alternative to conventional diesel fuel for heavy-duty trucking applications.

Chandler, K. (Battelle); Norton, P. (NREL); Clark, N. (West Virginia University)

2000-05-03T23:59:59.000Z

57

Liquid natural gas as a transportation fuel in the heavy trucking industry. Third quarterly progress report, January 1, 1995--March 31, 1995  

DOE Green Energy (OSTI)

Investigations are underway concerning the use of liquid natural gas as a fuel for trucks. Progress is reported in the following areas: direct diesel replacement and short and long term storage.

Sutton, W.H.

1995-04-01T23:59:59.000Z

58

UPS CNG Truck Fleet Final Results: Alternative Fuel Truck Evaluation Project (Brochure)  

Science Conference Proceedings (OSTI)

This report provides transportation professionals with quantitative, unbiased information on the cost, maintenance, operational and emissions characteristics of CNG as one alternative to conventional diesel fuel for heavy-duty trucking applications.

Not Available

2002-08-01T23:59:59.000Z

59

Truck Thermoacoustic Generator and Chiller  

DOE Green Energy (OSTI)

This Final Report describes the accomplishments of the US Department of Energy (DOE) cooperative agreement project DE-FC26-04NT42113 - Truck Thermoacoustic Generator and Chiller - whose goal is to design, fabricate and test a thermoacoustic piezoelectric generator and chiller system for use on over-the-road heavy-duty-diesel trucks, driven alternatively by the waste heat of the main diesel engine exhaust or by a burner integrated into the thermoacoustic system. The thermoacoustic system would utilize engine exhaust waste heat to generate electricity and cab air conditioning, and would also function as an auxiliary power unit (APU) for idle reduction. The unit was to be tested in Volvo engine performance and endurance test cells and then integrated onto a Class 8 over-the-road heavy-duty-diesel truck for further testing on the road. The project has been a collaboration of The Pennsylvania State University Applied Research Laboratory, Los Alamos National Laboratory, Clean Power Resources Inc., and Volvo Powertrain (Mack Trucks Inc.). Cost share funding was provided by Applied Research Laboratory, and by Clean Power Resources Inc via its grant from Innovation Works - funding that was derived from the Commonwealth of Pennsylvania. Los Alamos received its funding separately through DOE Field Work Proposal 04EE09.

Robert Keolian

2011-03-31T23:59:59.000Z

60

NREL: Fleet Test and Evaluation - Truck Efficiency  

NLE Websites -- All DOE Office Websites (Extended Search)

Efficiency Efficiency The Fleet Test and Evaluation team is working with industry partners to evaluate truck efficiency technologies in long-haul truck cabs. To keep their cabs at a comfortable temperature, heavy-duty truck drivers idle their engines an average of 1,400 hours annually, using more than 800 million gallons of fuel each year. With diesel prices at an all-time high, carrier companies are looking into ways to incorporate truck efficiency technologies to eliminate engine idling. By doing so, they not only save money on fuel but reduce tailpipe emissions. To find ways trucks can be more efficient without idling, the Fleet Test and Evaluation team is researching: Thermal Load Reduction Idle Reduction Printable Version Fleet Test and Evaluation Home Research & Development

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


61

Six Manufacturers to Offer Natural-Gas-Powered Trucks in 1996  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

ix truck manufacturers will offer ix truck manufacturers will offer natural-gas-powered versions of their medium- and heavy-duty trucks in 1996, according to the Gas Research Institute (GRI). The trucks will be the first fully dedicated natural gas vehicles (NGVs) offered in U.S. medium- and heavy-duty markets by original equipment manufacturers (OEMs). Four manufacturers will design trucks to operate on liquefied natural gas (LNG), and one manufacturer will design trucks to run on compressed natural gas (CNG). These manufacturers will join Volvo GM Heavy Truck Corporation, which has announced plans to manufacture an NGV refuse hauler, the Xpeditor. The refuse hauler will be available in LNG and CNG versions. "The availability of OEM- produced trucks is a significant development for GRI and the gas

62

Hennepin County`s experience with heavy-duty ethanol vehicles  

DOE Green Energy (OSTI)

From November 1993 to October 1996, Hennepin County, which includes Minneapolis, field-tested two heavy-duty snowplow/road maintenance trucks fueled by ethanol. The overall objective of this program was to collect data from original equipment manufacturer alternative fuel heavy-duty trucks, along with comparable data from a similarly configured diesel-powered vehicle, to establish economic, emissions, performance, and durability data for the alternative fuel technology. These ethanol trucks, along with an identical third truck equipped with a diesel engine, were operated year round to maintain the Hennepin county roads. In winter, the trucks were run in 8-hour shifts plowing and hauling snow from urban and suburban roads. For the rest of the year, the three trucks were used to repair and maintain these same roads. As a result of this project, a considerable amount of data was collected on E95 fuel use, as well as maintenance, repair, emissions, and operational characteristics. Maintenance and repair costs of the E95 trucks were considerably higher primarily due to fuel filter and fuel pump issues. From an emissions standpoint, the E95 trucks emitted less particulate matter and fewer oxides of nitrogen but more carbon monoxide and hydrocarbons. Overall, the E95 trucks operated as well as the diesel, as long as the fuel filters were changed frequently. This project was a success in that E95, a domestically produced fuel from a renewable energy source, was used in a heavy-duty truck application and performed the same rigorous tasks as the diesel counterparts. The drawbacks to E95 as a heavy-duty fuel take the form of higher operational costs, higher fuel costs, shorter range, and the lack of over-the-road infrastructure.

NONE

1998-01-01T23:59:59.000Z

63

Cost-Effective Fabrication Routes for the Production of Quantum Well Structures and Recovery of Waste Heat from Heavy Duty Trucks  

Science Conference Proceedings (OSTI)

The primary objectives of Phase I were: (a) carry out cost, performance and system level models, (b) quantify the cost benefits of cathodic arc and heterogeneous nanocomposites over sputtered material, (c) evaluate the expected power output of the proposed thermoelectric materials and predict the efficiency and power output of an integrated TE module, (d) define market acceptance criteria by engaging Caterpillar's truck OEMs, potential customers and dealers and identify high-level criteria for a waste heat thermoelectric generator (TEG), (e) identify potential TEG concepts, and (f) establish cost/kWatt targets as well as a breakdown of subsystem component cost targets for the commercially viable TEG.

Willigan, Rhonda

2009-09-30T23:59:59.000Z

64

Light truck forecasts  

SciTech Connect

The recent dramatic increase in the number of light trucks (109% between 1963 and 1974) has prompted concern about the energy consequences of the growing popularity of the light truck. An estimate of the future number of light trucks is considered to be a reasonable first step in assessing the energy impact of these vehicles. The monograph contains forecasts based on two models and six scenarios. The coefficients for the models have been derived by ordinary least squares regression of national level time series data. The first model is a two stage model. The first stage estimates the number of light trucks and cars (together), and the second stage applies a share's submodel to determine the number of light trucks. The second model is a simultaneous equation model. The two models track one another remarkably well, within about 2%. The scenarios were chosen to be consistent with those used in the Lindsey-Kaufman study Projection of Light Truck Population to Year 2025. Except in the case of the most dismal economic scenario, the number of light trucks is expected to increase from the 1974 level of 0.09 light truck per person to about 0.12 light truck per person in 1995.

Liepins, G.E.

1979-09-01T23:59:59.000Z

65

Empty WIPP truck overturns  

NLE Websites -- All DOE Office Websites (Extended Search)

Office reports that a Waste Isolation Pilot Plant (WIPP) truck carrying three empty TRUPACT-II shipping containers overturned on Interstate 15 near Blackfoot, Idaho, at...

66

Vehicle Technologies Office: Fact #363: March 14, 2005 Heavy...  

NLE Websites -- All DOE Office Websites (Extended Search)

3: March 14, 2005 Heavy Truck Miles by Age to someone by E-mail Share Vehicle Technologies Office: Fact 363: March 14, 2005 Heavy Truck Miles by Age on Facebook Tweet about...

67

UPS CNG Truck Fleet Start Up Experience: Alternative Fuel Truck Evaluation Project  

DOE Green Energy (OSTI)

UPS operates 140 Freightliner Custom Chassis compressed natural gas (CNG)-powered vehicles with Cummins B5.9G engines. Fifteen are participating in the Alternative Fuel Truck Evaluation Project being funded by DOE's Office of Transportation Technologies and the Office of Heavy Vehicle Technologies.

Walkowicz, K.

2001-08-14T23:59:59.000Z

68

Volvo Truck Headquarters in North Carolina to Host Event With Acting Under  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Volvo Truck Headquarters in North Carolina to Host Event With Volvo Truck Headquarters in North Carolina to Host Event With Acting Under Secretary of Energy Majumdar Volvo Truck Headquarters in North Carolina to Host Event With Acting Under Secretary of Energy Majumdar January 26, 2012 - 2:00pm Addthis Washington, D.C. - Tomorrow, Friday, January 27, Acting Under Secretary of Energy Arun Majumdar and North Carolina Congressman Howard Coble will visit the Volvo Group's truck headquarters in Greensboro, North Carolina. Through the Department of Energy's Super Truck project, the Volvo Group, which includes Mack Trucks and Volvo Trucks, received $19 million in federal funding to improve the freight-moving efficiency of heavy-duty trucks, an example of the Obama Administration's strong commitment to reviving the U.S. auto industry through investments in more efficient

69

International Truck | Open Energy Information  

Open Energy Info (EERE)

Truck Truck Jump to: navigation, search Name International Truck Place Atlanta, GA Website http://www.internationaltruck. References International Truck[1] Information About Partnership with NREL Partnership with NREL Yes Partnership Type Other Relationship Partnering Center within NREL Transportation Technologies and Systems Partnership Year 2007 LinkedIn Connections CrunchBase Profile No CrunchBase profile. Create one now! International Truck is a company located in Atlanta, GA. References ↑ "International Truck" Retrieved from "http://en.openei.org/w/index.php?title=International_Truck&oldid=381698" Categories: Clean Energy Organizations Companies Organizations What links here Related changes Special pages Printable version Permanent link

70

Dual-Fuel Truck Fleet: Start-Up Experience  

DOE Green Energy (OSTI)

Although dual-fuel engine technology has been in development and limited use for several years, it has only recently moved toward full-scale operational capability for heavy-duty truck applications. Unlike a bifuel engine, which has two separate fuel systems that are used one at a time, a dual-fuel engine uses two fuel systems simultaneously. One of California's South Coast Air Quality Management District (SCAQMD) current programs is a demonstration of dual-fuel engine technology in heavy-duty trucks. These trucks are being studied as part of the National Renewable Energy Laboratory's (NREL's) Alternative Fuel Truck Program. This report describes the start-up experience from the program.

NREL

1998-09-30T23:59:59.000Z

71

Truck Stop Electrification: Codes and Standards Ensure Safety for The Trucking Industry  

Science Conference Proceedings (OSTI)

Every day in the United States as many as 677,600 heavy-duty trucks are on the road; and, at some point during that day, they are idling. Over the course of a year, long-duration idling of truck and locomotive engines consumes more than 1 billion gallons of diesel fuel and emits 11 million tons of carbon dioxide. Drivers often idle their main engines during the U.S. Department of Transportation mandated rest time of 10 hours after driving for 11 hours, to power heating, air conditioning, lighting, and ap...

2009-05-08T23:59:59.000Z

72

Advanced Vehicle Testing Activity: Truck Testing Reports  

NLE Websites -- All DOE Office Websites (Extended Search)

Adobe Reader. Norcal Waste Systems, Inc. Liquefied Natural Gas Trucks Norcal Prototype LNG Truck Fleet: Final Data Report, February 2005 (PDF 806 KB) Norcal Prototype LNG Truck...

73

Liquid natural gas as a transportation fuel in the heavy trucking industry. Fourth quarterly progress report, April 1, 1995--June 30, 1995  

DOE Green Energy (OSTI)

This project encompasses the first year of a proposed three year project with emphasis focused on LNG research issues that may be categorized as direct diesel replacement with LNG fuel, and long term storage/utilization of LNG vent gases produced by tank storage and fueling/handling operation. In addition, a potential new utilization of LNG fuel has been found, as a part of this work on the fundamental nature of adsorption of LNG vent gases in higher hydrocarbons; follow on research for this and other related applications and transfer of technology are proceeding at this time.

Sutton, W.H.

1995-09-01T23:59:59.000Z

74

Truckstop -- and Truck!-- Electrification  

DOE Green Energy (OSTI)

The conclusions of this paper are: 0.5-1.5 G/H and/or BUSG/Y--how much time and money will it take to quantify and WHY BOTHER TO DO SO? No shortage of things to do re truckstop--+ truck!-- electrification; Better that government and industry should put many eggs in lots of baskets vs. all in one or few; Best concepts will surface as most viable; Economic appeal better than regulation or brute force; Launch Ground Freight Partnership and give it a chance to work; Demonstration is an effective means to educate, and learn from, customers--learning is a two way street; Research, Development, Demonstration, and Deployment (RD 3) are all important but only deployment gets results; TSE can start small in numbers of spaces to accommodate economically inspired growth but upfront plans should be made for expansion if meaningful idle reduction is to follow via TE; 110VAC 15A service/ parking space is minimal--if infrastructure starts like this, upfront plans must be made to increase capacity; Increased electrification of truckstop and truck alike will result in much better life on the road; Improved sleep will improve driver alertness and safety; Reduced idling will significantly reduce fuel use and emissions; Universal appeal for DOD, DOE, DOT, EPA, OEMs, and users alike; Clean coal, gas, hydro, nuclear, or wind energy sources are all distinctly American means by which to generate electricity; Nothing can compete with diesel fuel to serve mobile truck needs; stationary trucks are like power plants--they don't move and should NOT be powered by petroleum products whenever possible; Use American fueled power plants--electricity--to serve truck idling needs wherever practical to do so; encourage economic aspect; Create and reward industry initiatives to reduce fuel use; Eliminate FET on new trucks, provide tax credits (non highway fuel use and investment), provide incentives based on results; Encourage newer/ cleaner truck use; solicit BAAs with mandatory OEM/ fleet participation/ lead; and A gallon saved is a gallon earned-- start NOW, not later.

Skip Yeakel

2001-12-13T23:59:59.000Z

75

Truckstop -- and Truck!-- Electrification  

SciTech Connect

The conclusions of this paper are: 0.5-1.5 G/H and/or BUSG/Y--how much time and money will it take to quantify and WHY BOTHER TO DO SO? No shortage of things to do re truckstop--+ truck!-- electrification; Better that government and industry should put many eggs in lots of baskets vs. all in one or few; Best concepts will surface as most viable; Economic appeal better than regulation or brute force; Launch Ground Freight Partnership and give it a chance to work; Demonstration is an effective means to educate, and learn from, customers--learning is a two way street; Research, Development, Demonstration, and Deployment (RD 3) are all important but only deployment gets results; TSE can start small in numbers of spaces to accommodate economically inspired growth but upfront plans should be made for expansion if meaningful idle reduction is to follow via TE; 110VAC 15A service/ parking space is minimal--if infrastructure starts like this, upfront plans must be made to increase capacity; Increased electrification of truckstop and truck alike will result in much better life on the road; Improved sleep will improve driver alertness and safety; Reduced idling will significantly reduce fuel use and emissions; Universal appeal for DOD, DOE, DOT, EPA, OEMs, and users alike; Clean coal, gas, hydro, nuclear, or wind energy sources are all distinctly American means by which to generate electricity; Nothing can compete with diesel fuel to serve mobile truck needs; stationary trucks are like power plants--they don't move and should NOT be powered by petroleum products whenever possible; Use American fueled power plants--electricity--to serve truck idling needs wherever practical to do so; encourage economic aspect; Create and reward industry initiatives to reduce fuel use; Eliminate FET on new trucks, provide tax credits (non highway fuel use and investment), provide incentives based on results; Encourage newer/ cleaner truck use; solicit BAAs with mandatory OEM/ fleet participation/ lead; and A gallon saved is a gallon earned-- start NOW, not later.

Skip Yeakel

2001-12-13T23:59:59.000Z

76

Vehicle Technologies Office: Fact #229: August 12, 2002 Medium and Heavy  

NLE Websites -- All DOE Office Websites (Extended Search)

9: August 12, 9: August 12, 2002 Medium and Heavy Truck Sales to someone by E-mail Share Vehicle Technologies Office: Fact #229: August 12, 2002 Medium and Heavy Truck Sales on Facebook Tweet about Vehicle Technologies Office: Fact #229: August 12, 2002 Medium and Heavy Truck Sales on Twitter Bookmark Vehicle Technologies Office: Fact #229: August 12, 2002 Medium and Heavy Truck Sales on Google Bookmark Vehicle Technologies Office: Fact #229: August 12, 2002 Medium and Heavy Truck Sales on Delicious Rank Vehicle Technologies Office: Fact #229: August 12, 2002 Medium and Heavy Truck Sales on Digg Find More places to share Vehicle Technologies Office: Fact #229: August 12, 2002 Medium and Heavy Truck Sales on AddThis.com... Fact #229: August 12, 2002 Medium and Heavy Truck Sales

77

CMVRTC: Medium Truck Duty Cycle  

NLE Websites -- All DOE Office Websites (Extended Search)

medium truck duty cycle (MTdc) project medium truck duty cycle (MTdc) project OVERVIEW The Medium Truck Duty Cycle (MTDC) project involves efforts to collect, analyze and archive data related to medium-truck operations in real-world driving environments. Such data and information will be useful to support technology evaluation efforts and to provide a means of accounting for real-world driving performance within medium-class truck analyses. The project involves private industry partners from various truck vocations. The MTDC project is unique in that there currently does not exist a national database of characteristic duty cycles for medium trucks. This project involves the collection of data from multiple vocations (four vocations) and multiple vehicles within these vocations (three vehicles per

78

Advanced Vehicle Testing Activity: Medium- and Heavy-Duty Vehicle...  

NLE Websites -- All DOE Office Websites (Extended Search)

2003 City of Los Angeles Bureau of Sanitation Advanced Technology Vehicles in Service: LNG Heavy-Duty Trucks Coca-Cola Hybrid Electric Delivery Trucks Coca-Cola Refreshments...

79

Investigation of Class 2b Trucks (Vehicles of 8,500 to 10,000...  

NLE Websites -- All DOE Office Websites (Extended Search)

weight rating HD heavy-duty lbs pounds LDT light-duty trucks LEV low-emission vehicle LNG liquefied natural gas LPG liquefied petroleum gas MDPV medium-duty passenger vehicle MY...

80

Ann Arbor's New Recycling Trucks Get an 'Assist' from Clean Cities |  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Ann Arbor's New Recycling Trucks Get an 'Assist' from Clean Cities Ann Arbor's New Recycling Trucks Get an 'Assist' from Clean Cities Ann Arbor's New Recycling Trucks Get an 'Assist' from Clean Cities August 18, 2010 - 2:22pm Addthis Peterbilt Model 320 Hybrid HLAs are being put to use in Ann Arbor, MI, where they will serve as recycling trucks. | Photo Courtesy of Peterbilt Motors Company Peterbilt Model 320 Hybrid HLAs are being put to use in Ann Arbor, MI, where they will serve as recycling trucks. | Photo Courtesy of Peterbilt Motors Company Joshua DeLung Hydraulics in vehicles - best known for bouncing cars and kneeling buses - are getting a serious look in Ann Arbor, Mich. The reasons - saving fuel and increasing the life of heavy-use vehicles. With the support of a $120,000 Recovery Act grant, Ann Arbor, Mich., deployed four recycling trucks with hydraulic hybrid power systems

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81

DOE Seeks Trucking Services for Transuranic Waste Shipments | Department of  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Trucking Services for Transuranic Waste Shipments Trucking Services for Transuranic Waste Shipments DOE Seeks Trucking Services for Transuranic Waste Shipments March 30, 2011 - 12:00pm Addthis Media Contact Bill Taylor 513-246-0539 william.taylor@emcbc.doe.gov Cincinnati -- The Department of Energy (DOE) today will issue a Request for Proposals for the continuation of carrier services to transport transuranic waste (TRU) between DOE sites and the Waste Isolation Pilot Plant (WIPP) site, near Carlsbad, New Mexico. The transportation of TRU waste is accomplished by contracted trucking carriers that ship the waste via public highways on custom designed trailers. The contract will be an Indefinite Delivery/ Indefinite Quantity (ID/IQ) contract using firm-fixed- price delivery task orders. The estimated contract cost is $80-$100 million over a five-year contract

82

Anti-Idling Battery for Truck Applications  

DOE Green Energy (OSTI)

In accordance to the Assistance Agreement DE-EE0001036, the objective of this project was to develop an advanced high voltage lithium-ion battery for use in an all-electric HVAC system for Class-7-8 heavy duty trucks. This system will help heavy duty truck drivers meet the tough new anti-idling laws being implemented by over 23 states. Quallion will be partnering with a major OEM supplier of HVAC systems to develop this system. The major OEM supplier will provide Quallion the necessary interface requirements and HVAC hardware to ensure successful testing of the all-electric system. At the end of the program, Quallion will deliver test data on three (3) batteries as well as test data for the prototype HVAC system. The objectives of the program are: (1) Battery Development - Objective 1 - Define battery and electronics specifications in preparation for building the prototype module. (Completed - summary included in report) and Objective 2 - Establish a functional prototype battery and characterize three batteries in-house. (Completed - photos and data included in report); (2) HVAC Development - Objective 1 - Collaborate with manufacturers to define HVAC components, layout, and electronics in preparation for establishing the prototype system. (Completed - photos and data included in report) and Objective 2 - Acquire components for three functional prototypes for use by Quallion. (Completed - photos and data included in report).

Keith Kelly

2011-09-30T23:59:59.000Z

83

Scientific issues in future induction linac accelerators for heavy ion fusion  

E-Print Network (OSTI)

Miller, M. Tabak, Nuc. Fusion, 39, 883 (1999). [2] S.S. Yu,W.M. Sharp, D.R. Welch, Fusion Science and Technology, 44,Transport for Heavy Ion Fusion", in these proceedings. [18

Celata, C.M.

2004-01-01T23:59:59.000Z

84

Medium Truck Duty Cycle (MTDC)  

NLE Websites -- All DOE Office Websites (Extended Search)

Routes Data Acquisition System Setup Routes Data Acquisition System Setup Medium Truck Duty Cycle (MTDC) Objective This Department of Energy project focuses on the collection and analysis medium truck (Class-6 and -7) duty cycle data from real-world operations. Analysis of this data will provide information pertaining to the fuel efficiencies and performance of medium trucks in several vocations. Outcomes Rich source of data and information that can contribute to the development of new tools Sound basis upon which DOE can make technology investment decisions A national archive of real-world-based medium-truck operational data that will support medium-duty vehicle energy efficiency research Collected Data Speed & Acceleration Fuel Consumption GPS Location Road Grade

85

Barge Truck Total  

U.S. Energy Information Administration (EIA) Indexed Site

Barge Barge Truck Total delivered cost per short ton Shipments with transportation rates over total shipments Total delivered cost per short ton Shipments with transportation rates over total shipments Year (nominal) (real) (real) (percent) (nominal) (real) (real) (percent) 2008 $6.26 $5.77 $36.50 15.8% 42.3% $6.12 $5.64 $36.36 15.5% 22.2% 2009 $6.23 $5.67 $52.71 10.8% 94.8% $4.90 $4.46 $33.18 13.5% 25.1% 2010 $6.41 $5.77 $50.83 11.4% 96.8% $6.20 $5.59 $36.26 15.4% 38.9% Annual Percent Change First to Last Year 1.2% 0.0% 18.0% - - 0.7% -0.4% -0.1% - - Latest 2 Years 2.9% 1.7% -3.6% - - 26.6% 25.2% 9.3% - - - = No data reported or value not applicable STB Data Source: The Surface Transportation Board's 900-Byte Carload Waybill Sample EIA Data Source: Form EIA-923 Power Plant Operations Report

86

Secretary of Energy Bodman Remarks for 21st Century Truck Event |  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Bodman Remarks for 21st Century Truck Event Bodman Remarks for 21st Century Truck Event Secretary of Energy Bodman Remarks for 21st Century Truck Event May 10, 2005 - 12:46pm Addthis I am delighted to be here. The technologies on exhibit today represent one very promising avenue for meeting our growing energy needs while maintaining good stewardship of the environment. As many of you know, U.S. highway transportation is over 97 percent dependent on petroleum for its energy, with about one-quarter consumed by heavy-duty vehicles. Over half of our petroleum is imported, which impacts our security and balance of payments deficit. Without significant technology development, our Department is forecasting that heavy truck petroleum use will increase by 40 percent by 2020 and will double by 2050 relative to today.

87

Secretary of Energy Bodman Remarks for 21st Century Truck Event |  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Secretary of Energy Bodman Remarks for 21st Century Truck Event Secretary of Energy Bodman Remarks for 21st Century Truck Event Secretary of Energy Bodman Remarks for 21st Century Truck Event May 10, 2005 - 12:46pm Addthis I am delighted to be here. The technologies on exhibit today represent one very promising avenue for meeting our growing energy needs while maintaining good stewardship of the environment. As many of you know, U.S. highway transportation is over 97 percent dependent on petroleum for its energy, with about one-quarter consumed by heavy-duty vehicles. Over half of our petroleum is imported, which impacts our security and balance of payments deficit. Without significant technology development, our Department is forecasting that heavy truck petroleum use will increase by 40 percent by 2020 and will double by 2050

88

FutureTruck  

NLE Websites -- All DOE Office Websites (Extended Search)

that brought together the resources of industry, government, and academia in a cooperative effort to address important environmental and energy-related issues posed by the...

89

Alternative-fueled truck demonstration natural gas program: Caterpillar G3406LE development and demonstration  

DOE Green Energy (OSTI)

In 1990, the California Energy Commission, the South Coast Air Quality Management District, and the Southern California Gas Company joined together to sponsor the development and demonstration of compressed natural gas engines for Class 8 heavy-duty line-haul trucking applications. This program became part of an overall Alternative-Fueled Truck Demonstration Program, with the goal of advancing the technological development of alternative-fueled engines. The demonstration showed natural gas to be a technically viable fuel for Class 8 truck engines.

NONE

1995-06-01T23:59:59.000Z

90

Feature - Fuel Economy for Medium- and Heavy-Duty Vehicles  

NLE Websites -- All DOE Office Websites (Extended Search)

New Report Looks at Fuel Economy for Medium- and Heavy-Duty Vehicles New Report Looks at Fuel Economy for Medium- and Heavy-Duty Vehicles heavy duty trucks Argonne researcher Aymeric Rousseau was part of a National Academy of Science (NAS) committee established to make recommendations on improving and regulating fuel consumption for medium- and heavy-duty vehicles. On March 31, the committee issued a report that evaluates various technologies and methods that could improve the fuel economy of these vehicles. As a system analysis engineer at Argonne's Center for Transportation Research, Rousseau contributed his expertise on vehicle modeling and simulation to the committee, which was comprised of 19 members from industry, research organizations and academia. Rousseau, who leads the development of Argonne's PSAT and Autonomie software tools, helped the committee determine how modeling and simulation tools can be used to:

91

Metal-fueled HWR (heavy water reactors) severe accident issues: Differences and similarities to commercial LWRs (light water reactors)  

DOE Green Energy (OSTI)

Differences and similarities in severe accident progression and phenomena between commercial Light Water Reactors (LWR) and metal-fueled isotopic production Heavy Water Reactors (HWR) are described. It is very important to distinguish between accident progression in the two systems because each reactor type behaves in a unique manner to a fuel melting accident. Some of the lessons learned as a result of the extensive commercial severe accident research are not applicable to metal-fueled heavy water reactors. A direct application of severe accident phenomena developed from oxide-fueled LWRs to metal-fueled HWRs may lead to large errors or substantial uncertainties. In general, the application of severe accident LWR concepts to HWRs should be done with the intent to define the relevant issues, define differences, and determine areas of overlap. This paper describes the relevant differences between LWR and metal-fueled HWR severe accident phenomena. Also included in the paper is a description of the phenomena that govern the source term in HWRs, the areas where research is needed to resolve major uncertainties, and areas in which LWR technology can be directly applied with few modifications.

Ellison, P.G.; Hyder, M.L.; Monson, P.R. (Westinghouse Savannah River Co., Aiken, SC (USA)); Coryell, E.W. (EG and G Idaho, Inc., Idaho Falls, ID (USA))

1990-01-01T23:59:59.000Z

92

Norcal Prototype LNG Truck Fleet: Final Results  

SciTech Connect

U.S. DOE and National Renewable Energy Laboratory evaluated Norcal Waste Systems liquefied natural gas (LNG) waste transfer trucks. Trucks had prototype Cummins Westport ISXG engines. Report gives final evaluation results.

Not Available

2004-07-01T23:59:59.000Z

93

Analysis of major trends in U.S. commercial trucking, 1977-2002.  

DOE Green Energy (OSTI)

This report focuses on various major long-range (1977-2002) and intermediate-range (1982-2002) U.S. commercial trucking trends. The primary sources of data for this period were the U.S. Bureau of the Census Vehicle Inventory and Use Survey and Truck Inventory and Use Survey. In addition, selected 1977-2002 data from the U.S. Department of Energy/Energy Information Administration and from the U.S. Department of Transportation/Federal Highway Administration's Highway Statistics were used. The report analyzes (1) overall gasoline and diesel fuel consumption patterns by passenger vehicles and trucks and (2) the population changes and fuels used by all commercial truck classes by selected truck type (single unit or combination), during specified time periods, with cargo-hauling commercial trucks given special emphasis. It also assesses trends in selected vehicle miles traveled, gallons per vehicle miles traveled, and gallons per cargo ton-mile traveled, as well as the effect of cargo tons per truck on fuel consumption. In addition, the report examines long-range trends for related factors (e.g., long-haul mileages driven by heavy trucks) and their impacts on reducing fuel consumption per cargo-ton-mile and the relative shares of total commercial fuel use among truck classes. It identifies the effects of these trends on U.S. petroleum consumption. The report also discusses basic engineering design and performance, national legislation on interstate highway construction, national demographic trends (e.g., suburbanization), and changes in U.S. corporate operations requirements, and it highlights their impacts on both the long-distance hauling and shorter-distance urban and suburban delivery markets of the commercial trucking industry.

Bertram, K. M.; Santini, D .J.; Vyas, A. D.

2009-06-10T23:59:59.000Z

94

Vehicle Technologies Office: Fact #382: July 25, 2005 New Medium and Heavy  

NLE Websites -- All DOE Office Websites (Extended Search)

2: July 25, 2005 2: July 25, 2005 New Medium and Heavy Truck Registrations by Fuel Type, 2004 to someone by E-mail Share Vehicle Technologies Office: Fact #382: July 25, 2005 New Medium and Heavy Truck Registrations by Fuel Type, 2004 on Facebook Tweet about Vehicle Technologies Office: Fact #382: July 25, 2005 New Medium and Heavy Truck Registrations by Fuel Type, 2004 on Twitter Bookmark Vehicle Technologies Office: Fact #382: July 25, 2005 New Medium and Heavy Truck Registrations by Fuel Type, 2004 on Google Bookmark Vehicle Technologies Office: Fact #382: July 25, 2005 New Medium and Heavy Truck Registrations by Fuel Type, 2004 on Delicious Rank Vehicle Technologies Office: Fact #382: July 25, 2005 New Medium and Heavy Truck Registrations by Fuel Type, 2004 on Digg Find More places to share Vehicle Technologies Office: Fact #382:

95

Assessing economic impacts of clean diesel engines. Phase 1 report: U.S.- or foreign-produced clean diesel engines for selected light trucks  

DOE Green Energy (OSTI)

Light trucks' share of the US light vehicle market rose from 20% in 1980 to 41% in 1996. By 1996, annual energy consumption for light trucks was 6.0 x 10{sup 15} Btu (quadrillion Btu, or quad), compared with 7.9 quad for cars. Gasoline engines, used in almost 99% of light trucks, do not meet the Corporate Average Fuel Economy (CAFE) standards. These engines have poor fuel economy, many getting only 10--12 miles per gallon. Diesel engines, despite their much better fuel economy, had not been preferred by US light truck manufacturers because of problems with high NO{sub x} and particulate emissions. The US Department of Energy, Office of Heavy Vehicle Technologies, has funded research projects at several leading engine makers to develop a new low-emission, high-efficiency advanced diesel engine, first for large trucks, then for light trucks. Recent advances in diesel engine technology may overcome the NO{sub x} and particulate problems. Two plausible alternative clean diesel (CD) engine market penetration trajectories were developed, representing an optimistic case (High Case) and an industry response to meet the CAFE standards (CAFE Case). However, leadership in the technology to produce a successful small, advanced diesel engine for light trucks is an open issue between U.S. and foreign companies and could have major industry and national implications. Direct and indirect economic effects of the following CD scenarios were estimated by using the Standard and Poor's Data Resources, Inc., US economy model: High Case with US Dominance, High Case with Foreign Dominance, CAFE Case with US Dominance, and CAFE Case with Foreign Dominance. The model results demonstrate that the economic activity under each of the four CD scenarios is higher than in the Base Case (business as usual). The economic activity is highest for the High Case with US dominance, resulting in maximum gains in such key indicators as gross domestic product, total civilian employment, and federal government surplus. Specifically, the cumulative real gross domestic product surplus over the Base Case during the 2000--2022 period is about $56 x 10{sup 9} (constant 1992 dollars) under this high US dominance case. In contrast, the real gross domestic product gains under the high foreign dominance case would be only about half of the above gains with US dominance.

Teotia, A.P.; Vyas, A.D.; Cuenca, R.M.; Stodolsky, F.

1999-11-02T23:59:59.000Z

96

Effect of Wide-Based Single Tires on Fuel Efficiency of Class 8 Combination Trucks  

SciTech Connect

In 2007 and 2008, the Oak Ridge National Laboratory, in collaboration with several industry partners, collected real-world performance and situational data for long-haul operations of Class- 8 trucks from a fleet engaged in normal freight operations. Such data and information is useful to support Class-8 modeling of heavy-truck performance, technology evaluation efforts for energy efficiency, and to provide a means of accounting for real-world driving performance within heavy-truck research and analyses. This paper presents some general statistics, including distribution of idling times during long-haul trucking operations. However, the main focus is on the analysis of some of the extensive real-world information collected in this project, specifically on the assessment of the effect that different types of tires (i.e., dual tires vs. new generation single wide-based tires or NGSWBTs) have on the fuel efficiency of Class-8 trucks. The tire effect is also evaluated as a function of the vehicle load level. In all cases analyzed, the statistical tests performed strongly suggest that fuel efficiencies achieved when using all NGSWBTs or combinations of duals and NGSWBTs are higher than in the case of a truck equipped with all dual tires.

Franzese, Oscar [ORNL; Knee, Helmut E [ORNL; Slezak, Lee [U.S. Department of Energy

2010-01-01T23:59:59.000Z

97

Liquefied Natural Gas for Trucks and Buses  

DOE Green Energy (OSTI)

Liquefied natural gas (LNG) is being developed as a heavy vehicle fuel. The reason for developing LNG is to reduce our dependency on imported oil by eliminating technical and costs barriers associated with its usage. The U.S. Department of Energy (DOE) has a program, currently in its third year, to develop and advance cost-effective technologies for operating and refueling natural gas-fueled heavy vehicles (Class 7-8 trucks). The objectives of the DOE Natural Gas Vehicle Systems Program are to achieve market penetration by reducing vehicle conversion and fuel costs, to increase consumer acceptance by improving the reliability and efficiency, and to improve air quality by reducing tailpipe emissions. One way to reduce fuel costs is to develop new supplies of cheap natural gas. Significant progress is being made towards developing more energy-efficient, low-cost, small-scale natural gas liquefiers for exploiting alternative sources of natural gas such as from landfill and remote gas sites. In particular, the DOE program provides funds for research and development in the areas of; natural gas clean up, LNG production, advanced vehicle onboard storage tanks, improved fuel delivery systems and LNG market strategies. In general, the program seeks to integrate the individual components being developed into complete systems, and then demonstrate the technology to establish technical and economic feasibility. The paper also reviews the importance of cryogenics in designing LNG fuel delivery systems.

James Wegrzyn; Michael Gurevich

2000-06-19T23:59:59.000Z

98

Overview of the Safety Issues Associated with the Compressed Natural Gas Fuel System and Electric Drive System in a Heavy Hybrid Electric Vehicle  

DOE Green Energy (OSTI)

This report evaluates the hazards that are unique to a compressed-natural-gas (CNG)-fueled heavy hybrid electric vehicle (HEV) design compared with a conventional heavy vehicle. The unique design features of the heavy HEV are the CNG fuel system for the internal-combustion engine (ICE) and the electric drive system. This report addresses safety issues with the CNG fuel system and the electric drive system. Vehicles on U. S. highways have been propelled by ICEs for several decades. Heavy-duty vehicles have typically been fueled by diesel fuel, and light-duty vehicles have been fueled by gasoline. The hazards and risks posed by ICE vehicles are well understood and have been generally accepted by the public. The economy, durability, and safety of ICE vehicles have established a standard for other types of vehicles. Heavy-duty (i.e., heavy) HEVs have recently been introduced to U. S. roadways, and the hazards posed by these heavy HEVs can be compared with the hazards posed by ICE vehicles. The benefits of heavy HEV technology are based on their potential for reduced fuel consumption and lower exhaust emissions, while the disadvantages are the higher acquisition cost and the expected higher maintenance costs (i.e., battery packs). The heavy HEV is more suited for an urban drive cycle with stop-and-go driving conditions than for steady expressway speeds. With increasing highway congestion and the resulting increased idle time, the fuel consumption advantage for heavy HEVs (compared with conventional heavy vehicles) is enhanced by the HEVs' ability to shut down. Any increase in fuel cost obviously improves the economics of a heavy HEV. The propulsion system for a heavy HEV is more complex than the propulsion system for a conventional heavy vehicle. The heavy HEV evaluated in this study has in effect two propulsion systems: an ICE fueled by CNG and an electric drive system with additional complexity and failure modes. This additional equipment will result in a less reliable vehicle with a lower availability than a conventional heavy vehicle. Experience with heavy HEVs to date supports this observation. The key safety concern for the electric drive system is the higher voltages and currents that are required in the electric drive system. Faults that could expose personnel to these electric hazards must be considered, addressed, and minimized. The key issue for the CNG-fueled ICE is containment of the high-pressure natural gas. Events that can result in a release of natural gas with the possibility of subsequent ignition are of concern. These safety issues are discussed. The heavy HEV has the potential to have a safety record that is comparable to that of the conventional vehicle, but adequate attention to detail will be required.

Nelson, S.C.

2002-11-14T23:59:59.000Z

99

DOE Hydrogen and Fuel Cells Program Record 9010: Benefits of Fuel Cell APU on Trucks  

NLE Websites -- All DOE Office Websites (Extended Search)

0 Date: November 3, 2009 0 Date: November 3, 2009 Title: Benefits of Fuel Cell APU on Trucks Originator: Tien D. Nguyen and Fred Joseck Approved by: Sunita Satyapal Date: November 25, 2009 Item: Approximately 700 million gallons of diesel can be saved annually through the use of fuel cell auxiliary power units (APUs) in the trucking industry, resulting in a reduction of 8.9 million metric tons of CO 2 per year. Data and Assumptions 1. Total number of trucks with sleeper berths is estimated to be 931,000 in 2030: The total number of heavy-duty freight trucks forecasted in EIA's Annual Energy Outlook 2009 is 5.21 millions in 2010, increasing to 6.93 millions in 2030. In a survey published in 2006, the American Transportation Research Institute (ATRI) received responses from

100

Test, Evaluation, and Demonstration of Practical Devices/Systems to Reduce Aerodynamic Drag of Tractor/Semitrailer Combination Unit Trucks  

DOE Green Energy (OSTI)

Class 8 heavy-duty trucks account for over three-quarters of the total diesel fuel used by commercial trucks (trucks with GVWRs more than 10,000 pounds) in the United States each year. At the highway speeds at which these trucks travel (i.e., 60 mph or greater), aerodynamic drag is a major part of total horsepower needed to move the truck down the highway, Reductions in aerodynamic drag can yield measurable benefits in fuel economy through the use of relatively inexpensive and simple devices. The goal of this project was to examine a number of aerodynamic drag reduction devices and systems and determine their effectiveness in reducing aerodynamic drag of Class 8 tractor/semitrailer combination-units, thus contributing to DOE's goal of reducing transportation petroleum use. The project team included major heavy truck manufacturers in the United States, along with the management and industry expertise of the Truck Manufacturers Association as the lead investigative organization. The Truck Manufacturers Association (TMA) is the national trade association representing the major North American manufacturers of Class 6-8 trucks (GVWRs over 19,500 lbs). Four major truck manufacturers participated in this project with TMA: Freightliner LLC; International Truck and Engine Corporation; Mack Trucks Inc.; and Volvo Trucks North America, Inc. Together, these manufacturers represent over three-quarters of total Class 8 truck sales in the United States. These four manufacturers pursued complementary research efforts as part of this project. The project work was separated into two phases conducted over a two-year period. In Phase I, candidate aerodynamic devices and systems were screened to focus research and development attention on devices that offered the most potential. This was accomplished using full-size vehicle tests, scale model tests, and computational fluid dynamics analyses. In Phase II, the most promising devices were installed on full-size trucks and their effect on fuel economy was determined, either through on-road testing or full-size wind tunnel testing. All of the manufacturers worked with devices and systems that offer practical solutions to reduce aerodynamic drag, accounting for functionality, durability, cost effectiveness, reliability, and maintainability. The project team members and their roles and responsibilities are shown in Figure 2-1. Figure 2-2 shows the Phase I and II project schedules for all four projects and associated management activities.

Scott Smith; Karla Younessi; Matt Markstaller; Dan Schlesinger; Bhaskar Bhatnagar; Donald Smith; Bruno Banceu; Ron Schoon; V.K. Sharma; Mark Kachmarsky; Srikant Ghantae; Michael Sorrels; Conal Deedy; Justin Clark; Skip Yeakel; Michael D. Laughlin; Charlotte Seigler; Sidney Diamond

2007-04-30T23:59:59.000Z

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


101

Trucking | OpenEI Community  

Open Energy Info (EERE)

36 36 Varnish cache server Home Groups Community Central Green Button Applications Developer Utility Rate FRED: FRee Energy Database More Public Groups Private Groups Features Groups Blog posts Content Stream Documents Discussions Polls Q & A Events Notices My stuff Energy blogs 429 Throttled (bot load) Error 429 Throttled (bot load) Throttled (bot load) Guru Meditation: XID: 2142235336 Varnish cache server Trucking Home Jessi3bl's picture Submitted by Jessi3bl(15) Member 16 December, 2012 - 19:18 GE, Clean Energy Fuels Partner to Expand Natural Gas Highway clean energy Clean Energy Fuels energy Environment Fuel GE Innovation Partnerships Technology Innovation & Solutions Transportation Trucking Syndicate content 429 Throttled (bot load) Error 429 Throttled (bot load) Throttled (bot load)

102

STATEMENT OF CONSIDERATIONS REQUEST BY OSHKOSH TRUCK CORPORATION FOR AN ADVANCE  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

OSHKOSH TRUCK CORPORATION FOR AN ADVANCE OSHKOSH TRUCK CORPORATION FOR AN ADVANCE WAIVER OF PATENT RIGHTS UNDER NREL SUBCONTRACT NO. ZCL-3-32060-03 UNDER CONTRACT NO. DE-AC36-98G010337; W(A)-04-007; CH-1178 The Petitioner, Oshkosh Truck Corporation (OTC), has requested a waiver of domestic and foreign patent rights for all subject inventions made by its employees under the above- identified subcontract entitled "Advanced Heavy Hybrid Propulsion Systems for Increased Fuel Efficiency and Decreased Emissions". OTC is leading a teaming arrangement including Rockwell Automation, Inc. (Rockwell), and the National Renewable Energy Laboratory (NREL) to develop heavy hybrid propulsion systems. Rockwell has petitioned separately for a waiver of patent rights for all subject inventions its employees may make under Rockwell's lower tier

103

Clean Cities Guide to Alternative Fuel and Advanced Medium- and Heavy-Duty Vehicles (Book), Clean Cities, Energy Efficiency & Renewable Energy (EERE)  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

School Bus * Shuttle Bus * Transit Bus * Refuse Truck * Tractor * Van * Vocational Truck School Bus * Shuttle Bus * Transit Bus * Refuse Truck * Tractor * Van * Vocational Truck Clean Cities Guide to Alternative Fuel and Advanced Medium- and Heavy-Duty Vehicles Clean Cities Guide to Alternative Fuel and Advanced Medium- and Heavy-Duty Vehicles 2 Clean Cities Guide to Alternative Fuel and Advanced Medium- and Heavy-Duty Vehicles 3 Table of Contents About the Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Heavy-Duty Vehicle Application Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Heavy-Duty Emission Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Multiple-Stage Construction of Medium- and Heavy-Duty Vehicles . . . . . . . . . . . . . . . . . . 6 Chassis Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

104

DOE SuperTruck Program Benefits Analysis  

NLE Websites -- All DOE Office Websites (Extended Search)

in the project's technical scope development, information collection, and analysis. He also served as the key technical contact point for the SuperTruck development...

105

Emissions from Trucks using Fischer-Tropsch Diesel Fuel  

DOE Green Energy (OSTI)

The Fischer-Tropsch (F-T) catalytic conversion process can be used to synthesize diesel fuels from a variety of feedstocks, including coal, natural gas and biomass. Synthetic diesel fuels can have very low sulfur and aromatic content, and excellent autoignition characteristics. Moreover, Fischer-Tropsch diesel fuels may also be economically competitive with California B- diesel fuel if produced in large volumes. overview of Fischer-Tropsch diesel fuel production and engine emissions testing is presented. Previous engine laboratory tests indicate that F-T diesel is a promising alternative fuel because it can be used in unmodified diesel engines, and substantial exhaust emissions reductions can be realized. The authors have performed preliminary tests to assess the real-world performance of F-T diesel fuels in heavy-duty trucks. Seven White-GMC Class 8 trucks equipped with Caterpillar 10.3 liter engines were tested using F-T diesel fuel. Vehicle emissions tests were performed using West Virginia University's unique transportable chassis dynamometer. The trucks were found to perform adequately on neat F-T diesel fuel. Compared to a California diesel fuel baseline, neat F-T diesel fuel emitted about 12% lower oxides of nitrogen (NOx) and 24% lower particulate matter over a five-mile driving cycle.

Paul Norton; Keith Vertin; Brent Bailey; Nigel N. Clark; Donald W. Lyons; Stephen Goguen; James Eberhardt

1998-10-19T23:59:59.000Z

106

Vehicle Technologies Office: 21st Century Truck Partners  

NLE Websites -- All DOE Office Websites (Extended Search)

Inc. BAE Systems plc Caterpillar Inc. Cummins Inc. Daimler Trucks North America LLC Detroit Diesel Corporation Eaton Honeywell International Mack Trucks Meritor, Inc. Navistar,...

107

Manhattan Project truck unearthed at landfill cleanup site  

NLE Websites -- All DOE Office Websites (Extended Search)

Phonebook Calendar Video Newsroom News Releases News Releases - 2011 April Manhattan project truck Manhattan Project truck unearthed at landfill cleanup site A LANL...

108

Alternative Fuels Data Center: Commercial Electric Truck Vouchers  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Commercial Electric Truck Vouchers to someone by E-mail Share Alternative Fuels Data Center: Commercial Electric Truck Vouchers on Facebook Tweet about Alternative Fuels Data...

109

Oak Ridge Leadership Computing Facility User Update: SmartTruck...  

NLE Websites -- All DOE Office Websites (Extended Search)

Leadership Computing Facility User Update: SmartTruck Systems Startup zooms to success improving fuel efficiency of long-haul trucks by more than 10 percent Supercomputing...

110

POST 10/Truck Inspection Station (Map 3  

NLE Websites -- All DOE Office Websites (Extended Search)

POST 10/Truck Inspection Station (Map 3) POST 10/Truck Inspection Station (Map 3) Changes Effective January 11, 2010 Pajarito Corridor Deliveries: Drivers of commercial delivery trucks headed to the Pajarito Corridor (Pajarito Road bounded by NM Highway 4 and Diamond Drive) must stop at Post 10 for truck inspections. Drivers will then need to present time-stamped inspection passes from Post 10 to protective force officers stationed at the Pajarito Corridor. (Drivers exiting Post 10 should (1) turn right and proceed west on the Truck Route; (2) turn left onto West Jemez Road; (3) proceed to Lane 7; (4) STOP and present the inspection pass to the protective force officer; (5) turn left onto Diamond

111

UPS CNG Truck Fleet Final Report  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

® ® ® ® ® ® ® ® Clean Air Natural Gas Vehicle This is a Clean Air Natural Gas Vehicle This is a UPS CNG Truck Fleet UPS CNG Truck Fleet UPS CNG Truck Fleet Final results Final Results Produced for the U.S. Department of Energy (DOE) by the National Renewable Energy Laboratory (NREL), a DOE national laboratory Alternative Fuel Trucks DOE/NREL Truck Evaluation Project By Kevin Chandler, Battelle Kevin Walkowicz, National Renewable Energy Laboratory Nigel Clark, West Virginia University Acknowledgments This evaluation would not have been possible without the cooperation, support, and responsiveness of the staff at UPS in Hartford and Atlanta. Thanks are due to the following UPS personnel: On-Site Headquarters Tom Robinson Ken Henrie Bill Jacob Rick Rufolo

112

Developing and evaluating pit truck safety devices  

SciTech Connect

Describes an electromagnetic system whereby smaller vehicles transmit a signal to haulage truck operators, to alert them to their presence. Driver visibility is restricted in large, rear-dump haulage trucks used in open-pit mining. Analysis shows the need for an alarm in the truck, to warn of vehicles in blind spots. As open-pit haulage truck size has increased, so has the size of the blind areas. Parameters for a prototype system included high- and low-frequency electromagnetic noise rejection, system sensitivity, ease of distance calibration, box size, mounting ease, power needs, and an internal system to continuously self-test all electronic fault-detection circuits. The prototype haulage truck cabmounted receiver had 2 channels. The system has been field-tested at the Twin Buttes open-pit mine near Tucson, AZ.

Yates, W.C.

1982-07-01T23:59:59.000Z

113

Heavy Vehicle Technologies Program Retrospective and Outlook  

DOE Green Energy (OSTI)

OHVT Mission is to conduct, in collaboration with our heavy vehicle industry partners and their suppliers, a customer-focused national program to research and develop technologies that will enable trucks and other heavy vehicles to be more energy efficient and able to use alternative fuels while simultaneously reducing emissions.

James J. Eberhardt

1999-04-10T23:59:59.000Z

114

Heavy Vehicle Propulsion Materials  

DOE Green Energy (OSTI)

The objectives are to Provide Key Enabling Materials Technologies to Increase Energy Efficiency and Reduce Exhaust Emissions. The following goals are listed: Goal 1: By 3rd quarter 2002, complete development of materials enabling the maintenance or improvement of fuel efficiency {ge} 45% of class 7-8 truck engines while meeting the EPA/Justice Department ''Consent Decree'' for emissions reduction. Goal 2: By 4th quarter 2004, complete development of enabling materials for light-duty (class 1-2) diesel truck engines with efficiency over 40%, over a wide range of loads and speeds, while meeting EPA Tier 2 emission regulations. Goal 3: By 4th quarter 2006, complete development of materials solutions to enable heavy-duty diesel engine efficiency of 50% while meeting the emission reduction goals identified in the EPA proposed rule for heavy-duty highway engines.''

Ray Johnson

2000-01-31T23:59:59.000Z

115

Truck Stop Electrification: A Cost-Effective Solution to Reducing Truck Idling  

Science Conference Proceedings (OSTI)

Truck stop electrification (TSE) allows truckers to "plug in" their vehicles while stopped, in order to operate air conditioning, heating, and appliances without any engine idling. Truck stop electrification technologies fall into two major categories: "off-board" and "on-board" systems. Off-board systems are fixed, stand-alone units installed at the truck parking space. These systems provide heating, ventilating, and air conditioning (HVAC), and may also include AC electrical power and entertainment, co...

2004-12-27T23:59:59.000Z

116

Alternative Fuels Data Center: Heavy-Duty Vehicle and Engine...  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

82 Application: Tractor Fuel Types: CNG, LNG Power Source(s): Cummins Westport - ISL G 8.9L Additional Description: A heavy-duty truck designed for regional-haul applications....

117

Alternative Fuels Data Center: Heavy-Duty Vehicle and Engine...  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

T660 Tractor Application: Tractor Fuel Types: CNG, LNG Power Source(s): Cummins Westport - ISX12 G Additional Description: A Class 8 heavy-duty truck designed for on-highway...

118

Improving Energy Use in Heavy-Duty Vehicles  

NLE Websites -- All DOE Office Websites (Extended Search)

advances in consumer automobiles may dominate the headlines, but heavy-duty trucks and trains also have challenges that need to be addressed. From excessive idling to engine wear,...

119

Alternative fuel trucks case studies: Running line-haul trucks on ethanol  

DOE Green Energy (OSTI)

This bulletin describes case studies of trucks operating on ethanol fuel. Cost, maintenance and repair, as well as fuel economy are discussed.

Norton, P.; Kelly, K.J.; Marek, N.J.

1996-10-01T23:59:59.000Z

120

TRUCK ROLL STABILITY DATA COLLECTION AND ANALYSIS  

NLE Websites -- All DOE Office Websites (Extended Search)

16 TRUCK ROLL STABILITY DATA COLLECTION AND ANALYSIS S. S. Stevens, Principal Investigator S. M. Chin K. A. Hake H. L. Hwang J. P. Rollow L. F. Truett July 2001 Prepared for the...

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


121

Water by truck in Mexico City  

E-Print Network (OSTI)

Supply of water to urban households by tanker truck in developing and advanced developing countries is often associated with early stages of urbanization or with the private markets on which water vendors serve households ...

Pike, Jill (Jill Susan)

2005-01-01T23:59:59.000Z

122

Mobile Truck Stop Electrification Site Locator  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Truck Stop Electrification Site Locator Location Enter a city, postal code, or address Search Caution: The AFDC recommends that users verify that sites are open prior to making a...

123

Hydrogen Delivery Options and Issues  

NLE Websites -- All DOE Office Websites (Extended Search)

Options and Issues Options and Issues Mark Paster DOE August, 2006 Scope * From the end point of central or distributed production (300 psi H2) to and including the dispenser at a refueling station or stationary power site - GH2 Pipelines and Trucks, LH2 Trucks, Carriers <$1.00/kg of Hydrogen by 2017 Hydrogen Delivery H2 Delivery Current Status * Technology - GH2 Tube Trailers: ~340 kg, ~2600 psi - LH2 Trucks: ~3900 kg - Pipelines: up to 1500 psi (~630 miles in the U.S.) - Refueling Site Operations (compression, storage dispensing): Demonstration projects * Cost (Does NOT include refueling Site Operations) - Trucks: $4-$12/kg - Pipeline: <$2/kg H2A Analysis * Consistent, comparable, transparent approach to hydrogen production and delivery cost analysis * Excel spreadsheet tools with common economic

124

Diesel Engine Light Truck Application  

DOE Green Energy (OSTI)

The Diesel Engine Light Truck Application (DELTA) program consists of two major contracts with the Department of Energy (DOE). The first one under DE-FC05-97-OR22606, starting from 1997, was completed in 2001, and consequently, a final report was submitted to DOE in 2003. The second part of the contract was under DE-FC05-02OR22909, covering the program progress from 2002 to 2007. This report is the final report of the second part of the program under contract DE-FC05-02OR22909. During the course of this contract, the program work scope and objectives were significantly changed. From 2002 to 2004, the DELTA program continued working on light-duty engine development with the 4.0L V6 DELTA engine, following the accomplishments made from the first part of the program under DE-FC05-97-OR22606. The program work scope in 2005-2007 was changed to the Diesel Particulate Filter (DPF) soot layer characterization and substrate material assessment. This final report will cover two major technical tasks. (1) Continuation of the DELTA engine development to demonstrate production-viable diesel engine technologies and to demonstrate emissions compliance with significant fuel economy advantages, covering progress made from 2002 to 2004. (2) DPF soot layer characterization and substrate material assessment from 2005-2007.

None

2007-12-31T23:59:59.000Z

125

Clean Diesel Engine Component Improvement Program Diesel Truck Thermoelectric Generator  

SciTech Connect

Hi-Z Technology, Inc. (Hi-Z) is currently developing four different auxiliary generator designs that are used to convert a portion (5 to 20%) of the waste heat from vehicle engines exhaust directly to electricity. The four designs range from 200 Watts to 10 kW. The furthest along is the 1 kW Diesel Truck Thermoelectric Generator (DTTEG) for heavy duty Class 8 Diesel trucks, which, under this program, has been subjected to 543,000 equivalent miles of bouncing and jarring on PACCARâ??s test track. Test experience on an earlier version of the DTTEG on the same track showed the need for design modifications incorporated in DTTEG Mod 2, such as a heavy duty shock mounting system and reinforcement of the electrical leads mounting system, the thermocouple mounting system and the thermoelectric module restraints. The conclusion of the 543,000 mile test also pointed the way for an upgrading to heavy duty hose or flex connections for the internal coolant connections for the TEG, and consideration of a separate lower temperature cooling loop with its own radiator. Fuel savings of up to $750 per year and a three to five year payback are believed to be possible with the 5 % efficiency modules. The economics are expected to improve considerably to approach a two year payback when the 5 kW to 10 kW generators make it to the market in a few years with a higher efficiency (20%) thermoelectric module system called Quantum Wells, which are currently under development by Hi-Z. Ultimately, as automation takes over to reduce material and labor costs in the high volume production of QW modules, a one year payback for the 5 kW to10 kW generator appears possible. This was one of the stated goals at the beginning of the project. At some future point in time, with the DTTEG becoming standard equipment on all trucks and automobiles, fuel savings from the 25% conversion of exhaust heat to useable electricity nationwide equates to a 10% reduction in the 12 to 15 million barrels per day of imported oil, that much less air pollution, and an equivalent reduction in the trade deficit, which is expected to lower the inflation rate.

N.B. Elsner; J.C. Bass; S. Ghamaty; D. Krommenhoek; A. Kushch; D. Snowden; S. Marchetti

2005-03-31T23:59:59.000Z

126

Alternative Fuels Data Center: Biodiesel Truck Transports Capitol Christmas  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Biodiesel Truck Biodiesel Truck Transports Capitol Christmas Tree to someone by E-mail Share Alternative Fuels Data Center: Biodiesel Truck Transports Capitol Christmas Tree on Facebook Tweet about Alternative Fuels Data Center: Biodiesel Truck Transports Capitol Christmas Tree on Twitter Bookmark Alternative Fuels Data Center: Biodiesel Truck Transports Capitol Christmas Tree on Google Bookmark Alternative Fuels Data Center: Biodiesel Truck Transports Capitol Christmas Tree on Delicious Rank Alternative Fuels Data Center: Biodiesel Truck Transports Capitol Christmas Tree on Digg Find More places to share Alternative Fuels Data Center: Biodiesel Truck Transports Capitol Christmas Tree on AddThis.com... Dec. 31, 2009 Biodiesel Truck Transports Capitol Christmas Tree F ollow the Capitol Christmas Tree from Arizona to Washington, D.C., aboard

127

Alternative Fuels Data Center: Electric Trucks Deliver at Kansas City  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Electric Trucks Electric Trucks Deliver at Kansas City Schools to someone by E-mail Share Alternative Fuels Data Center: Electric Trucks Deliver at Kansas City Schools on Facebook Tweet about Alternative Fuels Data Center: Electric Trucks Deliver at Kansas City Schools on Twitter Bookmark Alternative Fuels Data Center: Electric Trucks Deliver at Kansas City Schools on Google Bookmark Alternative Fuels Data Center: Electric Trucks Deliver at Kansas City Schools on Delicious Rank Alternative Fuels Data Center: Electric Trucks Deliver at Kansas City Schools on Digg Find More places to share Alternative Fuels Data Center: Electric Trucks Deliver at Kansas City Schools on AddThis.com... Sept. 17, 2011 Electric Trucks Deliver at Kansas City Schools F ind out how the Lee's Summit R-7 School District in Missouri uses electric

128

Interim Results from Alternative Fuel Truck Evaluation Project  

DOE Green Energy (OSTI)

The objective of this project, which is supported by the U.S. Department of Energy (DOE) through the National Renewable Energy Laboratory (NREL), is to provide a comprehensive comparison of heavy-duty trucks operating on alternative fuels and diesel fuel. Data collection from up to eight sites is planned. Currently, the project has four sites: Raley's in Sacramento, CA (Kenworth, Cummins LlO-300G, liquefied natural gas - LNG); Pima Gro Systems, Inc. in Fontana, CA (White/GMC, Caterpillar 31768 Dual-Fuel, compressed natural gas - CNG); Waste Management in Washington, PA (Mack, Mack E7G, LNG); and United Parcel Service in Hartford, CT (Freightliner Custom Chassis, Cummins B5.9G, CNG). This paper summarizes current data collection and evaluation results from this project.

Kevin L. Chandler; Paul Norton; Nigel Clark

1999-05-03T23:59:59.000Z

129

Heavy Truck Safety Research Program he Oak Ridge National  

E-Print Network (OSTI)

-Spatial Information Tools Defense Transportation Energy Policy Analysis Environmental Policy Analysis Highway Safety, for the U.S. Department of Energy under Contract number DE-AC05-00OR22725 Center for Transportation Analysis Technologies · U.S. DoD · National Transportation Research Center, Inc. · Dana Corporation · Michelin American

130

Heavy-Duty Truck Idle Reduction Technology Demonstrations 2007...  

NLE Websites -- All DOE Office Websites (Extended Search)

that include Connecticut, Maine, Massachusetts, New Hampshire, New Jersey, New York, Puerto Rico, Rhode Island, the U.S. Virgin Islands and Vermont; and Tribal lands belonging...

131

Heavy-Duty Truck Idle Reduction Technology Demonstrations - 2006...  

NLE Websites -- All DOE Office Websites (Extended Search)

use. All projects must benefit the air quality in the geographic regions that include Puerto Rico and the Virgin Islands. (http:www.eere.energy.govcleancitiesprogsafdc...

132

FedEx Gasoline Hybrid Electric Delivery Truck Evaluation: 6-Month Interim Report  

SciTech Connect

This interim report presents partial (six months) results for a technology evaluation of gasoline hybrid electric parcel delivery trucks operated by FedEx in and around Los Angeles, CA. A 12 month in-use technology evaluation comparing in-use fuel economy and maintenance costs of GHEVs and comparative diesel parcel delivery trucks was started in April 2009. Comparison data was collected and analyzed for in-use fuel economy and fuel costs, maintenance costs, total operating costs, and vehicle uptime. In addition, this interim report presents results of parcel delivery drive cycle collection and analysis activities as well as emissions and fuel economy results of chassis dynamometer testing of a gHEV and a comparative diesel truck at the National Renewable Energy Laboratory's (NREL) ReFUEL laboratory. A final report will be issued when 12 months of in-use data have been collected and analyzed.

Barnitt, R.

2010-05-01T23:59:59.000Z

133

Emission Changes Resulting from the San Pedro Bay, California Ports Truck Retirement Program  

SciTech Connect

Recent U.S. Environmental Protection Agency emissions regulations have resulted in lower emissions of particulate matter and oxides of nitrogen from heavy-duty diesel trucks. To accelerate fleet turnover the State of California in 2008 along with the Ports of Los Angeles and Long Beach (San Pedro Bay Ports) in 2006 passed regulations establishing timelines forcing the retirement of older diesel trucks. On-road emissions measurements of heavy-duty diesel trucks were collected over a three-year period, beginning in 2008, at a Port of Los Angeles location and an inland weigh station on the Riverside freeway (CA SR91). At the Port location the mean fleet age decreased from 12.7 years in April of 2008 to 2.5 years in May of 2010 with significant reductions in carbon monoxide (30%), oxides of nitrogen (48%) and infrared opacity (a measure of particulate matter, 54%). We also observed a 20-fold increase in ammonia emissions as a result of new, stoichiometrically combusted, liquefied natural gas powered trucks. These results compare with changes at our inland site where the average ages were 7.9 years in April of 2008 and 8.3 years in April of 2010, with only small reductions in oxides of nitrogen (10%) being statistically significant. Both locations have experienced significant increases in nitrogen dioxide emissions from new trucks equipped with diesel particle filters; raising the mean nitrogen dioxide to oxides of nitrogen ratios from less than 10% to more than 30% at the Riverside freeway location.

Bishop, G. A.; Schuchmann, B. G.; Stedman, D. H.; Lawson, D. R.

2012-01-03T23:59:59.000Z

134

Caterpillar Light Truck Clean Diesel Program  

DOE Green Energy (OSTI)

In 1998, light trucks accounted for over 48% of new vehicle sales in the U.S. and well over half the new Light Duty vehicle fuel consumption. The Light Truck Clean Diesel (LTCD) program seeks to introduce large numbers of advanced technology diesel engines in light-duty trucks that would improve their fuel economy (mpg) by at least 50% and reduce our nation's dependence on foreign oil. Incorporating diesel engines in this application represents a high-risk technical and economic challenge. To meet the challenge, a government-industry partnership (Department of Energy, diesel engine manufacturers, and the automotive original equipment manufacturers) is applying joint resources to meet specific goals that will provide benefits to the nation. [1] Caterpillar initially teamed with Ford Motor Company on a 5 year program (1997-2002) to develop prototype vehicles that demonstrate a 50% fuel economy improvement over the current 1997 gasoline powered light truck vehicle in this class while complying with EPA's Tier II emissions regulations. The light truck vehicle selected for the demonstration is a 1999 Ford F150 SuperCab. To meet the goals of the program, the 4.6 L V-8 gasoline engine in this vehicle will be replaced by an advanced compression ignition direct injection (CIDI) engine. Key elements of the Caterpillar LTCD program plan to develop the advanced CIDI engine are presented in this paper.

Robert L. Miller; Kevin P. Duffy; Michael A. Flinn; Steve A. Faulkner; Mike A. Graham

1999-04-26T23:59:59.000Z

135

EIA - AEO2010 - Issues in Focus  

Gasoline and Diesel Fuel Update (EIA)

Issues in Focus Issues in Focus Annual Energy Outlook 2010 with Projections to 2035 Issues in Focus Introduction Each year, the Issues in Focus section of the AEO provides an in-depth discussion on topics of special interest, including significant changes in assumptions and recent developments in technologies for energy production, supply, and consumption. The first section compares the results of two cases that adopt different assumptions about the future course of existing energy policies. One case assumes the elimination of sunset provisions in existing energy policies. The other case assumes the extension of a selected group of existing policies—CAFE standards, appliance standards, and PTCs—in addition to the elimination of sunset provisions. Other sections include a discussion of end-use energy efficiency trends in AEO2010; an analysis of the impact of incentives on the use of natural gas in heavy freight trucks; factors affecting the relationship between crude oil and natural gas prices; the sensitivity of the projection results to variations in assumptions about the availability of U.S. shale gas resources; the implications of retiring nuclear plants after 60 years of operation; and issues related to accounting for CO2 emissions from biomass energy combustion.

136

Large Scale Truck Duty Cycle.pub  

NLE Websites -- All DOE Office Websites (Extended Search)

Truck Duty Cycle Evaluation and Truck Duty Cycle Evaluation and Assessment of Fuel Efficiency and Emission Reduction Technologies Oak Ridge National Laboratory managed by UT-Battelle, LLC for the U.S. Department of Energy under Contract number DE-AC05-00OR22725 Research Areas Freight Flows Passenger Flows Supply Chain Efficiency Transportation: Energy Environment Safety Security Vehicle Technologies Research Brief T he Oak Ridge National Laboratory (ORNL) is conducting research to better understand truck fuel economy and emissions in normal everyday use, as part of a study sponsored by the Department of Energy (DOE) Vehicle Technologies Program (VTP). By collecting duty cycle data (velocity, acceleration and elevation) during normal operations of literally thousands of vehicles for an

137

Running Line-Haul Trucks on Ethanol  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

I I magine driving a 55,000-pound tractor- trailer that runs on corn! If you find it difficult to imagine, you can ask the truck drivers for Archer Daniels Midland (ADM) what it's like. For the past 4 years, they have been piloting four trucks powered by ethyl alcohol, or "ethanol," derived from corn. Several advantages to operating trucks on ethanol rather than on conventional petro- leum diesel fuel present themselves. Because ethanol can be produced domestically, unlike most of our petroleum supply, the price and supply of ethanol is not subject to the whims of potentially unstable foreign governments. And domestic production translates into domestic jobs. In addition, ethanol has the potential to reduce harmful emissions, such as particulate matter and oxides of nitrogen

138

Heavy vehicle propulsion system materials program semiannual progress report for April 1999 through September 1999  

DOE Green Energy (OSTI)

The purpose of the Heavy Vehicle Propulsion System Materials Program is the development of materials: ceramics, intermetallics, metal alloys, and metal and ceramic coatings, to support the dieselization of class 1-3 trucks to realize a 35% fuel-economy improvement over current gasoline-fueled trucks and to support commercialization of fuel-flexible LE-55 low-emissions, high-efficiency diesel engines for class 7-8 trucks.

Johnson, D.R.

2000-01-01T23:59:59.000Z

139

Fire Department Gets New Trucks, Saves Money | Department of Energy  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Fire Department Gets New Trucks, Saves Money Fire Department Gets New Trucks, Saves Money Fire Department Gets New Trucks, Saves Money August 27, 2013 - 12:00pm Addthis Hanford firefighters stand next to the 31-year-old chemical truck. Pictured, left to right, are Hanford Fire Lt. Robert Smith, Firefighter/Paramedic Kyle Harbert, Firefighter Don Blackburn and Capt. Sean Barajas. Hanford firefighters stand next to the 31-year-old chemical truck. Pictured, left to right, are Hanford Fire Lt. Robert Smith, Firefighter/Paramedic Kyle Harbert, Firefighter Don Blackburn and Capt. Sean Barajas. One of two of the Hanford Fire Department’s new chemical trucks. One of two of the Hanford Fire Department's new chemical trucks. Hanford firefighters stand next to the 31-year-old chemical truck. Pictured, left to right, are Hanford Fire Lt. Robert Smith, Firefighter/Paramedic Kyle Harbert, Firefighter Don Blackburn and Capt. Sean Barajas.

140

Alternative Fuels Data Center: Delaware Reduces Truck Idling With  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Delaware Reduces Truck Delaware Reduces Truck Idling With Electrified Parking Areas to someone by E-mail Share Alternative Fuels Data Center: Delaware Reduces Truck Idling With Electrified Parking Areas on Facebook Tweet about Alternative Fuels Data Center: Delaware Reduces Truck Idling With Electrified Parking Areas on Twitter Bookmark Alternative Fuels Data Center: Delaware Reduces Truck Idling With Electrified Parking Areas on Google Bookmark Alternative Fuels Data Center: Delaware Reduces Truck Idling With Electrified Parking Areas on Delicious Rank Alternative Fuels Data Center: Delaware Reduces Truck Idling With Electrified Parking Areas on Digg Find More places to share Alternative Fuels Data Center: Delaware Reduces Truck Idling With Electrified Parking Areas on AddThis.com...

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


141

Alternative Fuels Data Center: Liquefied Natural Gas Powers Trucks in  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Liquefied Natural Gas Liquefied Natural Gas Powers Trucks in Connecticut to someone by E-mail Share Alternative Fuels Data Center: Liquefied Natural Gas Powers Trucks in Connecticut on Facebook Tweet about Alternative Fuels Data Center: Liquefied Natural Gas Powers Trucks in Connecticut on Twitter Bookmark Alternative Fuels Data Center: Liquefied Natural Gas Powers Trucks in Connecticut on Google Bookmark Alternative Fuels Data Center: Liquefied Natural Gas Powers Trucks in Connecticut on Delicious Rank Alternative Fuels Data Center: Liquefied Natural Gas Powers Trucks in Connecticut on Digg Find More places to share Alternative Fuels Data Center: Liquefied Natural Gas Powers Trucks in Connecticut on AddThis.com... June 4, 2011 Liquefied Natural Gas Powers Trucks in Connecticut

142

Vehicle Technologies Office: Fact #628: June 21, 2010 Truck Stop  

NLE Websites -- All DOE Office Websites (Extended Search)

8: June 21, 2010 8: June 21, 2010 Truck Stop Electrification Sites to someone by E-mail Share Vehicle Technologies Office: Fact #628: June 21, 2010 Truck Stop Electrification Sites on Facebook Tweet about Vehicle Technologies Office: Fact #628: June 21, 2010 Truck Stop Electrification Sites on Twitter Bookmark Vehicle Technologies Office: Fact #628: June 21, 2010 Truck Stop Electrification Sites on Google Bookmark Vehicle Technologies Office: Fact #628: June 21, 2010 Truck Stop Electrification Sites on Delicious Rank Vehicle Technologies Office: Fact #628: June 21, 2010 Truck Stop Electrification Sites on Digg Find More places to share Vehicle Technologies Office: Fact #628: June 21, 2010 Truck Stop Electrification Sites on AddThis.com... Fact #628: June 21, 2010 Truck Stop Electrification Sites

143

Vehicle Technologies Office: Fact #372: May 16, 2005 Truck Fuel...  

NLE Websites -- All DOE Office Websites (Extended Search)

6, 2005 Truck Fuel Economy by Size Class to someone by E-mail Share Vehicle Technologies Office: Fact 372: May 16, 2005 Truck Fuel Economy by Size Class on Facebook Tweet about...

144

Norcal Prototype LNG Truck Fleet: Final Data Report  

SciTech Connect

U.S. DOE and National Renewable Energy Laboratory evaluated Norcal Waste Systems liquefied natural gas (LNG) waste transfer trucks. Trucks had prototype Cummins Westport ISXG engines. Report gives final data.

Chandler, K.; Proc, K.

2005-02-01T23:59:59.000Z

145

Fire Department Gets New Trucks, Saves Money | Department of...  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Fire Department Gets New Trucks, Saves Money Fire Department Gets New Trucks, Saves Money August 27, 2013 - 12:00pm Addthis Hanford firefighters stand next to the 31-year-old...

146

Vehicle Technologies Office: Fact #787: July 8, 2013 Truck Stop...  

NLE Websites -- All DOE Office Websites (Extended Search)

7: July 8, 2013 Truck Stop Electrification Reduces Idle Fuel Consumption to someone by E-mail Share Vehicle Technologies Office: Fact 787: July 8, 2013 Truck Stop Electrification...

147

Curbside eating : mobilizing food trucks to activate public space  

E-Print Network (OSTI)

In the past 5 years, cities across the United States have seen the rise of a new form of street vending: the modern food truck. Nearly overnight, food trucks have become an expected and anticipated occurrence in many ...

Sheppard, Alison Marguerite

2013-01-01T23:59:59.000Z

148

Design Considerations for a PEM Fuel Cell Powered Truck APU  

E-Print Network (OSTI)

trucks. This amount of battery capacity can supply a 100 Wshowed that the stock battery capacity of the truck couldCapacity Table 14 - Tank Specifications L psi kg Hawker Genesis Batteries The Genesis battery

Grupp, David J; Forrest, Matthew E.; Mader, Pippin G.; Brodrick, Christie-Joy; Miller, Marshall; Dwyer, Harry A.

2004-01-01T23:59:59.000Z

149

Alternative Fuels Data Center: Maryland Conserves Fuel With Hybrid Trucks  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Maryland Conserves Maryland Conserves Fuel With Hybrid Trucks to someone by E-mail Share Alternative Fuels Data Center: Maryland Conserves Fuel With Hybrid Trucks on Facebook Tweet about Alternative Fuels Data Center: Maryland Conserves Fuel With Hybrid Trucks on Twitter Bookmark Alternative Fuels Data Center: Maryland Conserves Fuel With Hybrid Trucks on Google Bookmark Alternative Fuels Data Center: Maryland Conserves Fuel With Hybrid Trucks on Delicious Rank Alternative Fuels Data Center: Maryland Conserves Fuel With Hybrid Trucks on Digg Find More places to share Alternative Fuels Data Center: Maryland Conserves Fuel With Hybrid Trucks on AddThis.com... March 5, 2011 Maryland Conserves Fuel With Hybrid Trucks L earn how Maryland is reducing fuel consumption, engine noise, and

150

Unintended Impacts of Increased Truck Loads on Pavement Supply-Chain Emissions  

E-Print Network (OSTI)

rail and truck freight transportation.    Transportation Research rail?truck freight transport literature.  Transportation Research 

Sathaye, Nakul; Horvath, Arpad; Madanat, Samer

2009-01-01T23:59:59.000Z

151

Light Duty Truck Aftertreatment - Experience and Challenges  

DOE Green Energy (OSTI)

Detroit Diesel's test experience on light duty truck PM aftertreatment technology development will be presented. The Tier-II extremely low emissions standards combined with the light-duty test cycle impose a significant challenge for the development of production-viable emissions technologies. A robust general path to achieve these emissions targets will be outlined.

Redon, Fabien

2000-08-20T23:59:59.000Z

152

Truck Driver Scheduling in the European Union  

Science Conference Proceedings (OSTI)

Since April 2007 working hours of truck drivers in the European Union are controlled by regulation (EC) No. 561/2006. According to the new regulation, road transport undertakings must organise the work of drivers in a way that drivers are able to comply ... Keywords: drivers' working hours, regulation (EC) No. 561/2006, vehicle scheduling

Asvin Goel

2010-11-01T23:59:59.000Z

153

Long Haul Truck Idling at Public Facilities in Key States  

Science Conference Proceedings (OSTI)

Idling the main truck engine to provide for the relatively small power requirements needed during rest stops is inefficient and highly polluting. An alternative is to supply power from the grid or some form of distributed generation, and a national effort is underway to electrify truck stops. Not all idling occurs at truck stops, however. The purpose of this project was to quantify the major truck idling that takes place at public facilities other than truck stops. The study focused on public rest areas,...

2008-03-31T23:59:59.000Z

154

STATEMENT OF CONSIDERATIONS REQUEST BY MACK TRUCKS, INC. FOR AN ADVANCE WAIVER OF PATENT  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

INC. FOR AN ADVANCE WAIVER OF PATENT INC. FOR AN ADVANCE WAIVER OF PATENT RIGHTS TO INVENTIONS MADE UNDER DOE COOPERATIVE AGREEMENT NO. DE-FC26-05NT42421; W(A)-05-041; CH-1323 As set out in the attached waiver petition and in subsequent discussions with DOE Patent Counsel, Mack Trucks, Inc (Mack) has requested an advance waiver of domestic and foreign patent rights for all subject inventions made under the above subject cooperative agreement: "Very High Fuel Economy, Heavy Duty, Constant Speed, Truck, Engine Optimized Via Unique Energy Recovery Turbines and Facilitated by High Efficiency Continuously Variable Drivetrain". The waiver will apply to inventions made by Mack employees and its subcontractors' employees, regardless of tier, except inventions made by subcontractors eligible

155

Alternative Fuels Data Center: Truck Stop Electrification Site Data  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Fuels & Vehicles » Tools Fuels & Vehicles » Tools Printable Version Share this resource Send a link to Alternative Fuels Data Center: Truck Stop Electrification Site Data Collection Methods to someone by E-mail Share Alternative Fuels Data Center: Truck Stop Electrification Site Data Collection Methods on Facebook Tweet about Alternative Fuels Data Center: Truck Stop Electrification Site Data Collection Methods on Twitter Bookmark Alternative Fuels Data Center: Truck Stop Electrification Site Data Collection Methods on Google Bookmark Alternative Fuels Data Center: Truck Stop Electrification Site Data Collection Methods on Delicious Rank Alternative Fuels Data Center: Truck Stop Electrification Site Data Collection Methods on Digg Find More places to share Alternative Fuels Data Center: Truck Stop

156

2014 Best and Worst MPG Trucks, Vans and SUVs  

NLE Websites -- All DOE Office Websites (Extended Search)

Trucks Trucks 2014 Most Efficient Trucks by EPA Size Class 2014 Least Efficient Trucks by EPA Size Class 2014 Most Fuel Efficient Trucks, Vans and SUVs EPA Class Vehicle Description Fuel Economy Combined Small Pickup Trucks Toyota Tacoma Toyota Tacoma 2WD 4 cyl, 2.7 L, Manual (5), Regular Gasoline 23 Standard Pickup Trucks Ram 1500 HFE 2WD Ram 1500 HFE 2WD 6 cyl, 3.6 L, Automatic (8), Regular Gasoline 21 Small Sport Utility Vehicles Toyota RAV4 EV Toyota RAV4 EV Automatic (variable gear ratios), 115 kW AC Induction, Electricity 76* Subaru XV Crosstrek Hybrid AWD Subaru XV Crosstrek Hybrid AWD 4 cyl, 2.0 L, Automatic (CVT), Regular Gasoline 31 Standard Sport Utility Vehicles Infiniti QX60 Hybrid AWD Infiniti QX60 Hybrid AWD 4 cyl, 2.5 L, AV-S7, Regular Gasoline Infiniti QX60 Hybrid FWD

157

July 2004 Working Group Meeting on Heavy Vehicle Aerodynamic Drag: Presentation, Summary of Comments, and Conclusions  

SciTech Connect

A Working Group Meeting on Heavy Vehicle Aerodynamic Drag was held in Portland, Oregon on July 1, 2004. The purpose of the meeting was to provide a summary of achievements, discuss pressing issues, present a general overview of future plans, and to provide a forum for dialogue with the Department of Energy (DOE) and industry representatives. The meeting was held in Portland, because the DOE Aero Team participated in an exclusive session on Heavy Truck Vehicle Aerodynamic Drag at the 34th AIAA Fluid Dynamics Conference and Exhibit in Portland on the morning of July 1st, just preceding our Working Group meeting. Even though the paper session was on the last day of the Conference, the Team presented to a full room of interested attendees.

McCallen, R; Salari, K; Ortega, J; Castellucci, P; Eastwood, C; DeChant, L; Hassan, B; Browand, F; Arcas, D; Ross, J; Heineck, J; Storms, B; Walker, S; Leonard, A; Roy, C; Whitfield, D; Pointer, D; Sofu, T; Englar, R; Funk, R

2004-08-17T23:59:59.000Z

158

Trends in the size distribution, highway use, and consumption of gasoline and diesel fuels of the U.S. Commercial Truck Fleet, 1977-2002.  

SciTech Connect

This paper focuses on various major long-range (1977-2002, 1982-2002) U.S. commercial trucking trends by using U.S. Department of Commerce, Bureau of the Census Vehicle/Truck Inventory and Use Survey (VIUS/TIUS) data from this period, as well as selected 1977-2002 data from the U.S. Department of Energy's (DOE's) Energy Information Administration (EIA) and the U.S. Department of Transportation, Federal Highway Administration's (FHWA's) Highway Statistics. Analyses are made of (1) overall passenger vehicle versus truck consumption patterns of gasoline and diesel fuel and (2) the population growth and fuels used by all commercial truck classes and selected truck types (single unit and combination). Selected vehicle miles traveled, gallons per vehicle miles traveled, and gallons per cargo ton-miles traveled trends, as well as the effect of cargo tons per truck on fuel consumption, are also assessed. In addition, long-range trends of related factors (such as long-haul mileages driven by heavy trucks) and their impacts on both reducing fuel consumption per cargo-ton-mile and the relative shares of total commercial fuel use among truck classes were examined. Results of these trends on U.S. petroleum consumption are identified. The effects of basic engineering design and performance, national Interstate highway construction legislation, national demographic trends (such as suburbanization), and changes in U.S. corporate operational requirements are discussed. Their impacts on both the long-distance hauling and shorter-distance urban and suburban delivery markets of the commercial trucking industry are highlighted.

Bertram, K. M.; Santini, D. J.; Anderson, J. L.; Vyas, A. D.

2008-01-01T23:59:59.000Z

159

On-Road Development of the C-Gas Plus Engine in Heavy-Duty Vehicles  

Science Conference Proceedings (OSTI)

Fact sheet details on-road development of C-Gas Plus natural gas engine in Viking Freight heavy-duty trucks, including emissions, fuel costs, and petroleum displacement.

Not Available

2003-06-01T23:59:59.000Z

160

Medium Truck Duty Cycle Data from Real-World Driving Environments: Final Report  

SciTech Connect

Since the early part of the 20th century, the US trucking industry has provided a safe and economical means of moving commodities across the country. At present, nearly 80% of US domestic freight movement involves the use of trucks. The US Department of Energy (DOE) is spearheading a number of research efforts to improve heavy vehicle fuel efficiencies. This includes research in engine technologies (including hybrid and fuel cell technologies), lightweight materials, advanced fuels, and parasitic loss reductions. In addition, DOE is developing advanced tools and models to support heavy vehicle research and is leading the 21st Century Truck Partnership and the SuperTruck development effort. Both of these efforts have the common goal of decreasing the fuel consumption of heavy vehicles. In the case of SuperTruck, a goal of improving the overall freight efficiency of a combination tractor-trailer has been established. This Medium Truck Duty Cycle (MTDC) project is a critical element in DOE s vision for improved heavy vehicle energy efficiency; it is unique in that there is no other existing national database of characteristic duty cycles for medium trucks based on collecting data from Class 6 and 7 vehicles. It involves the collection of real-world data on medium trucks for various situational characteristics (e.g., rural/urban, freeway/arterial, congested/free-flowing, good/bad weather) and looks at the unique nature of medium trucks drive cycles (stop-and-go delivery, power takeoff, idle time, short-radius trips). This research provides a rich source of data that can contribute to the development of new tools for FE and modeling, provide DOE a sound basis upon which to make technology investment decisions, and provide a national archive of real-world-based medium-truck operational data to support energy efficiency research. The MTDC project involved a two-part field operational test (FOT). For the Part-1 FOT, three vehicles each from two vocations (urban transit and dry-box delivery) were instrumented for the collection of one year of operational data. The Part-2 FOT involved the towing and recovery and utility vocations for a second year of data collection. The vehicles that participated in the MTDC project did so through gratis partnerships in return for early access to the results of this study. Partnerships such as these are critical to FOTs in which real-world data is being collected. In Part 1 of the project, Oak Ridge National Laboratory (ORNL) established partnerships with the H.T. Hackney Company (HTH), one of the largest wholesale distributors in the country, distributing products to 21 states; and with Knoxville Area Transit (KAT), the city of Knoxville s transit system, which operates across Knoxville and parts of Knox County. These partnerships and agreements provided ORNL access to three Class-7 day-cab tractors that regularly haul 28 ft pup trailers (HTH) and three Class-7 buses for the collection of duty cycle data. In addition, ORNL collaborated with the Federal Motor Carrier Safety Administration (FMCSA) to determine if there were possible synergies between this duty cycle data collection effort and FMCSA s need to learn more about the operation and duty cycles of medium trucks. FMCSA s primary interest was in collecting safety data relative to the driver, carrier, and vehicle. In Part 2 of the project, ORNL partnered with the Knoxville Utilities Board, which made available three Class-8 trucks. Fountain City Wrecker Service was also a Part 2 partner, providing three Class-6 rollback trucks. In order to collect the duty cycle and safety-related data, ORNL developed a data acquisition system (DAS) that was placed on each test vehicle. Each signal recorded in this FOT was collected by means of one of the instruments incorporated into each DAS. Other signals were obtained directly from the vehicle s J1939 and J1708 data buses. A VBOX II Lite collected information available from a global positioning system (GPS), including speed, acceleration, and spatial location information at a rate of 5 Hz for the Part 1

Lascurain, Mary Beth [ORNL; Franzese, Oscar [ORNL; Capps, Gary J [ORNL; Siekmann, Adam [ORNL; Thomas, Neil [ORNL; LaClair, Tim J [ORNL; Barker, Alan M [ORNL; Knee, Helmut E [ORNL

2012-11-01T23:59:59.000Z

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


161

Proceedings of the 2002 Advanced Vehicle Control Conference, Hiroshima, Japan, September 2002 Control of a Hybrid Electric Truck Based on Driving  

E-Print Network (OSTI)

and found to work satisfactorily. Keywords / Hybrid Electric Vehicles, Powertrain Control, Heavy DutyProceedings of the 2002 Advanced Vehicle Control Conference, Hiroshima, Japan, September 2002 Control of a Hybrid Electric Truck Based on Driving Pattern Recognition Chan-Chiao Lin, Huei Peng Soonil

Peng, Huei

162

Boondocks Truck Stop Wind Farm | Open Energy Information  

Open Energy Info (EERE)

Boondocks Truck Stop Wind Farm Boondocks Truck Stop Wind Farm Jump to: navigation, search Name Boondocks Truck Stop Wind Farm Facility Boondocks Truck Stop Sector Wind energy Facility Type Small Scale Wind Facility Status In Service Owner Boondocks Truck Stop Energy Purchaser Boondocks Truck Stop Location IA Coordinates 42.4703°, -93.5624° Loading map... {"minzoom":false,"mappingservice":"googlemaps3","type":"ROADMAP","zoom":14,"types":["ROADMAP","SATELLITE","HYBRID","TERRAIN"],"geoservice":"google","maxzoom":false,"width":"600px","height":"350px","centre":false,"title":"","label":"","icon":"","visitedicon":"","lines":[],"polygons":[],"circles":[],"rectangles":[],"copycoords":false,"static":false,"wmsoverlay":"","layers":[],"controls":["pan","zoom","type","scale","streetview"],"zoomstyle":"DEFAULT","typestyle":"DEFAULT","autoinfowindows":false,"kml":[],"gkml":[],"fusiontables":[],"resizable":false,"tilt":0,"kmlrezoom":false,"poi":true,"imageoverlays":[],"markercluster":false,"searchmarkers":"","locations":[{"text":"","title":"","link":null,"lat":42.4703,"lon":-93.5624,"alt":0,"address":"","icon":"","group":"","inlineLabel":"","visitedicon":""}]}

163

Estimation of Fuel Use by Idling Commercial Trucks  

NLE Websites -- All DOE Office Websites (Extended Search)

Estimation of Fuel Use Estimation of Fuel Use by Idling Commercial Trucks Estimation of Fuel Use by Idling Commercial Trucks TRB 85 th Annual Meeting Washington, DC January 22-26, 2006 Linda Gaines, Anant Vyas, and John L. Anderson 2 Trucks are classified into 8 classes Based on gross vehicle weight (GVW) - Includes empty vehicle plus cargo - Classes formulated >50 years ago Classes 1 and 2 include commercial and personal vehicles - Our analysis removes personal vehicles - Commercial uses include service and retail, construction, agriculture, manufacturing - Class 2 is divided into 2A and 2B (>8,500 lbs.) Single unit (SU) trucks cover classes 1-8 - Flatbed, pickup, dump, van dominate Combination (C) trucks are in classes 6-8 - About half have sleepers * Travel long distances * Driver often sleeps in truck

164

Manhattan Project Truck Unearthed in Recovery Act Cleanup | Department of  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Manhattan Project Truck Unearthed in Recovery Act Cleanup Manhattan Project Truck Unearthed in Recovery Act Cleanup Manhattan Project Truck Unearthed in Recovery Act Cleanup A Los Alamos National Laboratory (LANL) excavation crew working on an American Recovery and Reinvestment Act cleanup project has uncovered the remnants of a 1940s military truck buried in a Manhattan Project landfill. The truck was unearthed inside a sealed building where digging is taking place at Material Disposal Area B (MDA-B), the Lab's first hazardous and radioactive waste landfill. MDA-B was used from 1944 to 1948. Manhattan Project Truck Unearthed in Recovery Act Cleanup More Documents & Publications Los Alamos Lab Completes Excavation of Waste Disposal Site Used in the 1940s Protecting Recovery Act Cleanup Site During Massive Wildfire

165

Truck Essential Power Systems Efficiency Improvements for Medium-Duty Trucks  

DOE Green Energy (OSTI)

With a variety of hybrid vehicles available in the passenger car market, electric technologies and components of that scale are becoming readily available. Commercial vehicle segments have lagged behind passenger car markets, leaving opportunities for component and system development. Escalating fuel prices impact all markets and provide motivation for OEMs, suppliers, customers, and end-users to seek new techniques and technologies to deliver reduced fuel consumption. The research presented here specifically targets the medium-duty (MD), Class 4-7, truck market with technologies aimed at reducing fuel consumption. These technologies could facilitate not only idle, but also parasitic load reductions. The development efforts here build upon the success of the More Electric Truck (MET) demonstration program at Caterpillar Inc. Employing a variety of electric accessories, the MET demonstrated the improvement seen with such technologies on a Class 8 truck. The Truck Essential Power Systems Efficiency Improvements for Medium-Duty Trucks (TEPS) team scaled the concepts and successes of MET to a MD chassis. The team designed an integrated starter/generator (ISG) package and energy storage system (ESS), explored ways to replace belt and gear-driven accessory systems, and developed supervisory control algorithms to direct the usage of the generated electricity and system behavior on the vehicle. All of these systems needed to fit within the footprint of a MD vehicle and be compatible with the existing conventional systems to the largest extent possible. The overall goal of this effort was to demonstrate a reduction in fuel consumption across the drive cycle, including during idle periods, through truck electrification. Furthermore, the team sought to evaluate the benefits of charging the energy storage system during vehicle braking. The vehicle features an array of electric accessories facilitating on-demand, variable actuation. Removal of these accessories from the belt or geartrain of the engine yields efficiency improvements for the engine while freeing those accessories to perform at their individual peak efficiencies to meet instantaneous demand. The net result is a systems approach to fuel usage optimization. Unique control algorithms were specifically developed to capitalize on the flexibility afforded by the TEPS architecture. Moreover, the TEPS truck technology mixture exhibits a means to supplant current accessory power sources such as on-board or trailer-mounted gasoline-powered generators or air compressors. Such functionality further enhances the value of the electric systems beyond the fuel savings alone. To demonstrate the fuel economy improvement wrought via the TEPS components, vehicle fuel economy testing was performed on the nearly stock (baseline) truck and the TEPS truck. Table 1 illustrates the fuel economy gains produced by the TEPS truck electrification. While the fuel economy results shown in Table 1 do reflect specific test conditions, they show that electrification of accessory hardware can yield significant fuel savings. In this case, the savings equated to a 15 percent reduction in fuel consumption during controlled on-road testing. Truck electrification allows engine shutdown during idle conditions as well as independent on-demand actuation of accessory systems. In some cases, independent actuation may even include lack of operation, a feature not always present in mechanically driven components. This combination of attributes allows significant improvements in system efficiency and the fuel economy improvements demonstrated by the TEPS team.

Larry Slone; Jeffery Birkel

2007-12-31T23:59:59.000Z

166

Refinery receipts of crude oil by rail, truck, and barge ...  

U.S. Energy Information Administration (EIA)

While refinery receipts of crude by truck, rail, and barge remain a small percentage of total receipts, EIA's recently released Refinery Capacity ...

167

Demonstration Project 111 ITS/CVO Technology Truck Final Project...  

NLE Websites -- All DOE Office Websites (Extended Search)

1277 Demonstration Project 111 ITSCVO Technology Truck Final Project Report December 2001 Prepared by G. J. Capps, ORNL Project Manager K. P. Gambrell, Technical Associate K. L....

168

External costs of intercity truck freight transportation  

E-Print Network (OSTI)

From a societal perspective, it is desirable for all transportation users to pay their full social (private and external) costs. We estimate four general types of external costs for intercity freight trucking and compare them with the private costs incurred by carriers. Estimated external costs include: accidents (fatalities, injuries, and property damage); emissions (air pollution and greenhouse gases); noise; and unrecovered costs associated with the provision, operation, and maintenance of public facilities. The analysis reveals that external costs are equal to 13.2 % of private costs and user fees would need to be increased about

David J. Forkenbrock

1999-01-01T23:59:59.000Z

169

Assessing the impact of regulation and deregulation on the rail and trucking industries  

E-Print Network (OSTI)

(cont.) Many Class I railroads disappeared and severe competition bankrupted many small carriers in the trucking industry. Larger trucking carriers gained market dominance. Real wages in the trucking industry fell. The ...

Lowtan, Donavan M. (Donavan Mahees), 1975-

2004-01-01T23:59:59.000Z

170

CNG Exports by Truck out of the U.S. Form | Department of Energy  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

PDF Version of CNG Exports by Truck out of the U.S. Form More Documents & Publications LNG Exports by Truck out of the U.S. Form LNG Imports by Truck into the U.S. Form Complete...

171

Rail versus truck fuel efficiency: The relative fuel efficiency of truck-competitive rail freight and truck operations compared in a range of corridors. Final report  

SciTech Connect

The report summarizes the findings of a study to evaluate the fuel efficiency of rail freight operations relative to competing truckload service. The objective of the study was to identify the circumstances in which rail freight service offers a fuel efficiency advantage over alternative truckload options, and to estimate the fuel savings associated with using rail service. The findings are based on computer simulations of rail and truck freight movements between the same origins and destinations. The simulation input assumptions and data are based on actual rail and truck operations. Input data was provided by U.S. regional and Class I railroads and by large truck fleet operators.

Not Available

1991-04-01T23:59:59.000Z

172

Hybrid Control of a Truck and Trailer Vehicle  

Science Conference Proceedings (OSTI)

A hybrid control scheme is proposed for the stabilization of backward driving along simple paths for a miniature vehicle composed of a truck and a two-axle trailer. When reversing, the truck and trailer can be modelled as an unstable nonlinear system ...

Claudio Altafini; Alberto Speranzon; Karl Henrik Johansson

2002-03-01T23:59:59.000Z

173

APBF-DEC NOx Adsorber/DPF Project: SUV / Pick-up Truck Platform  

DOE Green Energy (OSTI)

The objective of this project is to determine the influence of diesel fuel composition on the ability of NOX adsorber catalyst (NAC) technology, in conjunction with diesel particle filters (DPFs), to achieve stringent emissions levels with a minimal fuel economy impact. The test bed for this project was intended to be a light-duty sport utility vehicle (SUV) with a goal of achieving light-duty Tier 2-Bin 5 tail pipe emission levels (0.07 g/mi. NOX and 0.01 g/mi. PM). However, with the current US market share of light-duty diesel applications being so low, no US 2002 model year (MY) light-duty truck (LDT) or SUV platforms equipped with a diesel engine and having a gross vehicle weight rating (GVWR) less than 8500 lb exist. While the current level of diesel engine use is relatively small in the light-duty class, there exists considerable potential for the diesel engine to gain a much larger market share in the future as manufacturers of heavy light-duty trucks (HLDTs) attempt to offset the negative impact on cooperate average fuel economy (CAFE) that the recent rise in market share of the SUVs and LDTs has caused. The US EPA Tier 2 emission standards also contain regulation to prevent the migration of heavy light-duty trucks and SUV's to the medium duty class. This preventive measure requires that all medium duty trucks, SUV's and vans in the 8,500 to 10,000 lb GVWR range being used as passenger vehicles, meet light-duty Tier 2 standards. In meeting the Tier 2 emission standards, the HLDTs and medium-duty passenger vehicles (MDPVs) will face the greatest technological challenges. Because the MDPV is the closest weight class and application relative to the potential upcoming HLDTs and SUV's, a weight class compromise was made in this program to allow the examination of using a diesel engine with a NAC-DPF system on a 2002 production vehicle. The test bed for this project is a 2500 series Chevrolet Silverado equipped with a 6.6L Duramax diesel engine certified to 2002 MY Federal heavy-duty and 2002 MY California medium-duty emission standards. The stock vehicle included cooled air charge (CAC), turbocharger (TC), direct fuel injection (DFI), oxidation catalyst (OC), and exhaust gas recirculation (EGR)

Webb, C; Weber, P; Thornton,M

2003-08-24T23:59:59.000Z

174

Truckstop Electrification Implementation Plan: A Diesel Engine Idle Reduction in Class 8 Trucks Using On-Vehicle Shore-Power Nationa l Demonstration Project  

Science Conference Proceedings (OSTI)

During any hour of the day in the United States, over 100,000 heavy-duty truck engines may be idling to provide heating or air conditioning for their resting drivers. During nighttime hours, this number might climb to 200,000 idling engines. Heating or air conditioning loads typically served by these idling engines only amount to one or two horsepower per truck. Because the parasitic loads required to keep these engines idling are typically from ten to thirty horsepower, exhaust emissions attributable to...

2003-01-13T23:59:59.000Z

175

Studies Of The Adoption And Use Of Location And Communication Technologies By The Trucking Industry  

E-Print Network (OSTI)

of Location and Communication Technologies by the TruckingOF LOCATION AND COMMUNICATION TECHNOLOGIES BY THE TRUCKINGpositioning and communication technologies by the trucking

Scapinakis, Dimitris A.; Garrison, William Louis

1991-01-01T23:59:59.000Z

176

Supercomputers, Semi Trucks and America's Clean Energy Future |  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Supercomputers, Semi Trucks and America's Clean Energy Future Supercomputers, Semi Trucks and America's Clean Energy Future Supercomputers, Semi Trucks and America's Clean Energy Future February 8, 2011 - 5:44pm Addthis BMI corporation, of South Carolina, is using the Jaguar super computer at Oak Ridge National Laboratory to do complex pre-visualization and develop products to increase fuel efficiency for the trucking industry. | Department of Energy Photo | Courtesy of Oak Ridge National Laboratory | Public Domain BMI corporation, of South Carolina, is using the Jaguar super computer at Oak Ridge National Laboratory to do complex pre-visualization and develop products to increase fuel efficiency for the trucking industry. | Department of Energy Photo | Courtesy of Oak Ridge National Laboratory | Public Domain

177

Energy Department, Volvo Partnership Builds More Efficient Trucks and  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Department, Volvo Partnership Builds More Efficient Trucks Department, Volvo Partnership Builds More Efficient Trucks and Manufacturing Plants Energy Department, Volvo Partnership Builds More Efficient Trucks and Manufacturing Plants January 27, 2012 - 3:00pm Addthis Washington, D.C. -Today, Acting Under Secretary of Energy Arun Majumdar joined with North Carolina Congressman Howard Coble (NC-6) to tour the Volvo Group's truck headquarters in Greensboro, North Carolina, and highlight the blueprint for an America built to last laid out by President Obama in his State of the Union address earlier this week. The Department of Energy is partnering with companies like the Volvo Group to help harness American ingenuity to commercialize and deploy cutting-edge trucking technologies that will help boost the competitiveness of the U.S. auto and

178

Effect of Weight and Roadway Grade on the Fuel Economy of Class-8 Frieght Trucks  

DOE Green Energy (OSTI)

In 2006-08, the Oak Ridge National Laboratory, in collaboration with several industry partners, collected real-world performance and situational data for long-haul operations of Class-8 trucks from a fleet engaged in normal freight operations. Such data and information are useful to support Class-8 modeling of combination truck performance, technology evaluation efforts for energy efficiency, and to provide a means of accounting for real-world driving performance within combination truck research and analyses. The present study used the real-world information collected in that project to analyze the effects that vehicle speed and vehicle weight have on the fuel efficiency of Class-8 trucks. The analysis focused on two type of terrains, flat (roadway grades ranging from -1% to 1%) and mild uphill terrains (roadway grades ranging from 1% to 3%), which together covered more than 70% of the miles logged in the 2006-08 project (note: almost 2/3 of the distance traveled on mild uphill terrains was on terrains with 1% to 2% grades). In the flat-terrain case, the results of the study showed that for light and medium loads, fuel efficiency decreases considerably as speed increases. For medium-heavy and heavy loads (total vehicle weight larger than 65,000 lb), fuel efficiency tends to increase as the vehicle speed increases from 55 mph up to about 58-60 mph. For speeds higher than 60 mph, fuel efficiency decreases at an almost constant rate with increasing speed. At any given speed, fuel efficiency decreases and vehicle weight increases, although the relationship between fuel efficiency and vehicle weight is not linear, especially for vehicle weights above 65,000 lb. The analysis of the information collected while the vehicles were traveling on mild upslope terrains showed that the fuel efficiency of Class-8 trucks decreases abruptly with vehicle weight ranging from light loads up to medium-heavy loads. After that, increases in the vehicle weight only decrease fuel efficiency slightly. Fuel efficiency also decreases significantly with speed, but only for light and medium loads. For medium-heavy and heavy, FE is almost constant for speeds ranging from 57 to about 66 mph. For speeds higher than 66 mph, the FE decreases with speed, but at a lower rate than for light and medium loads. Statistical analyses that compared the fuel efficiencies obtained when the vehicles were traveling at 59 mph vs. those achieved when they were traveling at 65 mph or 70 mph indicated that the former were, on average, higher than the latter. This result was statistically significant at the 99.9% confidence level (note: the Type II error i.e., the probability of failing to reject the null hypothesis when the alternative hypothesis is true was 18% and 6%, respectively).

Franzese, Oscar [ORNL; Davidson, Diane [ORNL

2011-11-01T23:59:59.000Z

179

Cummins Light Truck Diesel Engine Progress Report  

DOE Green Energy (OSTI)

Cummins has studied requirements of the Light Truck Automotive market in the United States and believes that the proposed V-family of engines meets those needs. Design and development of the V-family engine system continues and has expanded. The engine system is a difficult one, since the combined requirements of a very fuel-efficient commercial diesel, and the performance and sociability requirements of a gasoline engine are needed. Results of testing show that the engine can meet requirements for fuel economy and emissions in the Tier 2 interim period from 2004 to 2008. Advanced results show that the full Tier 2 results for 2008 and beyond can be achieved on a laboratory basis.

John H. Stang; David E. Koeberlein; Michael J. Ruth

2001-05-14T23:59:59.000Z

180

Solar Energy for Charging Fork Truck Batteries  

E-Print Network (OSTI)

The demand for renewable energy sources has stimulated technological advances in solar cell development. Initially, development and fabrication were extremely costly and no encouragement for use in industrial applications was made. Today, evidence exists that new technological advances and mass-production techniques have lowered the costs considerably. The U.S. Department of Energy has indicated that by the year 1990 the price per peak watt would be less than fifty U.S. cents. This paper keeps this price decrease in mind and does an economic study on the feasibility of using photovoltaic cells to charge electric fork lift trucks, at different costs per peak watt. This particular idea could be used as a measure of energy conservation for industrial material handling. Two evaluation methods were used; namely, the Payback Method, and the Modified Energy Inflation Rate Method. Neither of the methods proved to be economically favorable, but some interesting results were obtained.

Viljoen, T. A.; Turner, W. C.

1980-01-01T23:59:59.000Z

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


181

Advanced Vehicle Testing Activity: Medium- and Heavy-Duty Vehicles  

NLE Websites -- All DOE Office Websites (Extended Search)

Medium- and Medium- and Heavy-Duty Vehicles to someone by E-mail Share Advanced Vehicle Testing Activity: Medium- and Heavy-Duty Vehicles on Facebook Tweet about Advanced Vehicle Testing Activity: Medium- and Heavy-Duty Vehicles on Twitter Bookmark Advanced Vehicle Testing Activity: Medium- and Heavy-Duty Vehicles on Google Bookmark Advanced Vehicle Testing Activity: Medium- and Heavy-Duty Vehicles on Delicious Rank Advanced Vehicle Testing Activity: Medium- and Heavy-Duty Vehicles on Digg Find More places to share Advanced Vehicle Testing Activity: Medium- and Heavy-Duty Vehicles on AddThis.com... Home Overview Light-Duty Vehicles Medium- and Heavy-Duty Vehicles Transit Vehicles Trucks Idle Reduction Oil Bypass Filter Airport Ground Support Equipment Medium and Heavy Duty Hybrid Electric Vehicles

182

Energy Efficiency in Heavy Vehicle Tires, Drivetrains, and Braking Systems  

DOE Green Energy (OSTI)

This document was prepared to support the primary goals of the Department of Energy, Office of Heavy Vehicle Technologies. These were recently stated as follows: ''Develop by 2004 the enabling technologies for a class 7-8 truck with a fuel efficiency of 10 mpg (at 65 mph) which will meet prevailing emission standards. For Class 3-6 trucks operating on an urban driving cycle, develop by 2004 commercially viable vehicles that achieve at least double the fuel economy of comparable current vehicles (1999), and as a research goal, reduce criteria pollutants to 30% below EPA standards. Develop by 2004 the diesel engine enabling technologies to support large-scale industry dieselization of Class 1 and 2 trucks, achieving a 35 % fuel efficiency improvement over comparable gasoline-fueled trucks, while meeting applicable emissions standards.'' The enabling technologies for improving the fuel efficiency of trucks, include not only engine technologies but also technologies involved with lowering the rolling resistance of tires, reducing vehicle aerodynamic drag, improving thermal management, and reducing parasitic frictional losses in drive train components. Opportunities also exist for making better use of the energy that might ordinarily be dissipated during vehicle braking. Braking systems must be included in this evaluation since safety in truck operations is vital, and braking requirements are greater for vehicles having lowered resistance to rolling. The Office of Heavy Vehicle Technologies has initiated a program to improve the aerodynamics of heavy vehicles through wind tunnel testing, computational modeling, and on-road evaluations. That activity is described in a separate multi-year plan; therefore, emphasis in this document will be on tires, drive trains, and braking systems. Recent, dramatic fluctuations in diesel fuel prices have emphasized the importance of effecting savings in truck fuel economy by implementing new component designs and materials.

Peter J. Blau

2000-04-26T23:59:59.000Z

183

Rail Access to Yucca Mountain: Critical Issues  

SciTech Connect

The proposed Yucca Mountain repository site currently lacks rail access. The nearest mainline railroad is almost 100 miles away. Absence of rail access could result in many thousands of truck shipments of spent nuclear fuel and high-level radioactive waste. Direct rail access to the repository could significantly reduce the number of truck shipments and total shipments. The U.S. Department of Energy (DOE) identified five potential rail access corridors, ranging in length from 98 miles to 323 miles, in the Final Environmental Impact Statement (FEIS) for Yucca Mountain. The FEIS also considers an alternative to rail spur construction, heavy-haul truck (HHT) delivery of rail casks from one of three potential intermodal transfer stations. The authors examine the feasibility and cost of the five rail corridors, and DOE's alternative proposal for HHT transport. The authors also address the potential for rail shipments through the Las Vegas metropolitan area.

Halstead, R. J.; Dilger, F.; Moore, R. C.

2003-02-25T23:59:59.000Z

184

THERMOELECTRICAL ENERGY RECOVERY FROM THE EXHAUST OF A LIGHT TRUCK  

DOE Green Energy (OSTI)

A team formed by Clarkson University is engaged in a project to design, build, model, test, and develop a plan to commercialize a thermoelectric generator (TEG) system for recovering energy from the exhaust of light trucks and passenger cars. Clarkson University is responsible for project management, vehicle interface design, system modeling, and commercialization plan. Hi-Z Technology, Inc. (sub-contractor to Clarkson) is responsible for TEG design and construction. Delphi Corporation is responsible for testing services and engineering consultation and General Motors Corporation is responsible for providing the test vehicle and information about its systems. Funds were supplied by a grant from the Transportation Research Program of the New York State Energy Research and Development Authority (NYSERDA), through Joseph R. Wagner. Members of the team and John Fairbanks (Project Manager, Office of Heavy Vehicle Technology). Currently, the design of TEG has been completed and initial construction of the TEG has been initiated by Hi-Z. The TEG system consists of heat exchangers, thermoelectric modules and a power conditioning unit. The heat source for the TEG is the exhaust gas from the engine and the heat sink is the engine coolant. A model has been developed to simulate the performance of the TEG under varying operating conditions. Preliminary results from the model predict that up to 330 watts can be generated by the TEG which would increase fuel economy by 5 percent. This number could possibly increase to 20 percent with quantum-well technology. To assess the performance of the TEG and improve the accuracy of the modeling, experimental testing will be performed at Delphi Corporation. A preliminary experimental test plan is given. To determine the economic and commercial viability, a business study has been conducted and results from the study showing potential areas for TEG commercialization are discussed.

Karri, M; Thacher, E; Helenbrook, B; Compeau, M; Kushch, A; Elsner, N; Bhatti, M; O' Brien, J; Stabler, F

2003-08-24T23:59:59.000Z

185

Projection of light-truck population to year 2025  

SciTech Connect

The recent growth in the number of light trucks is a matter of considerable interest in that it may have far-reaching implications for gasoline consumption. This paper forecasts the number of light trucks in the years to 2025. The forecast is based on economic scenarios developed by SRI International. Except for the case of the most-dismal economic forecast, the number of light trucks is predicted to increase monotonically and to show the greatest rate of increase between 1973 and 1980.

1978-10-01T23:59:59.000Z

186

American Recovery & Reinvestment Act: Fuel Cell Hybrid Power Packs and Hydrogen Refueling for Lift Trucks  

Science Conference Proceedings (OSTI)

HEB Grocery Company, Inc. (H-E-B) is a privately-held supermarket chain with 310 stores throughout Texas and northern Mexico. H-E-B converted 14 of its lift reach trucks to fuel cell power using Nuvera Fuel Cells’ PowerEdge™ units to verify the value proposition and environmental benefits associated with the technology. Issues associated with the increasing power requirements of the distribution center operation, along with high ambient temperature in the summer and other operating conditions (such as air quality and floor surface condition), surfaced opportunities for improving Nuvera’s PowerEdge fuel cell system design in high-throughput forklift environments. The project included on-site generation of hydrogen from a steam methane reformer, called PowerTap™ manufactured by Nuvera. The hydrogen was generated, compressed and stored in equipment located outside H-E-B’s facility, and provided to the forklifts by hydrogen dispensers located in high forklift traffic areas. The PowerEdge fuel cell units logged over 25,300 operating hours over the course of the two-year project period. The PowerTap hydrogen generator produced more than 11,100 kg of hydrogen over the same period. Hydrogen availability at the pump was 99.9%. H-E-B management has determined that fuel cell forklifts help alleviate several issues in its distribution centers, including truck operator downtime associated with battery changing, truck and battery maintenance costs, and reduction of grid electricity usage. Data collected from this initial installation demonstrated a 10% productivity improvement, which enabled H-E-B to make economic decisions on expanding the fleet of PowerEdge and PowerTap units in the fleet, which it plans to undertake upon successful demonstration of the new PowerEdge reach truck product. H-E-B has also expressed interst in other uses of hydrogen produced on site in the future, such as for APUs used in tractor trailers and refrigerated transport trucks in its fleet.

Block, Gus

2011-07-31T23:59:59.000Z

187

Using LNG as a Fuel in Heavy-Duty Tractors  

DOE Green Energy (OSTI)

Recognizing the lack of operational data on alternative fuel heavy-truck trucks, NREL contracted with the Trucking Research Institute (TRI) in 1994 to obtain a cooperative agreement with Liquid Carbonic. The purpose of this agreement was to (1) purchase and operate liquid natural gas- (LNG-) powered heavy-duty tractor-trailers with prototype Detroit Diesel Corporation (DDC) Series 60 natural gas (S60G) engines in over-the-road commercial service applications; and (2) collect and provide operational data to DDC to facilitate the on-road prototype development of the engine and to NREL for the Alternative Fuels Data Center. The vehicles operated from August 1994 through April of 1997 and led to a commercially available, emissions-certified S60G in 1998. This report briefly documents the engine development, the operational characteristics of LNG, and the lessons learned during the project.

Liquid Carbonic, Inc. and Trucking Research Institute

1999-08-09T23:59:59.000Z

188

LNG Imports by Truck into the U.S. Form | Department of Energy  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Truck into the U.S. Form LNG Imports by Truck into the U.S. Form Excel Version of LNG Imports by Truck into the U.S. Form.xlsx PDF Version of LNG Imports by Truck into the U.S....

189

LNG Exports by Truck out of the U.S. Form | Department of Energy  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Truck out of the U.S. Form LNG Exports by Truck out of the U.S. Form Excel Version of LNG Exports by Truck out of the U.S. Form.xlsx PDF Version of LNG Exports by Truck out of the...

190

Unemployed Truck Driver Trains for New Career in Weatherization |  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Truck Driver Trains for New Career in Weatherization Truck Driver Trains for New Career in Weatherization Unemployed Truck Driver Trains for New Career in Weatherization November 5, 2010 - 2:46pm Addthis Maya Payne Smart Former Writer for Energy Empowers, EERE What does this mean for me? Workers across the country are being retrained for careers in the new clean energy economy. Tyrone Bailey had been out of work for 14 months when an unemployment office staffer told him about a home-weatherization training program offered by the state of New Jersey. The former truck driver and construction worker jumped at the opportunity to acquire new skills and began training January 19. He graduated April 1 and won a position with GreenLight Solutions, a Montclair, New Jersey-based residential home improvement company just two weeks later.

191

Sysco Deploys Hydrogen Powered Pallet Trucks | Department of Energy  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Sysco Deploys Hydrogen Powered Pallet Trucks Sysco Deploys Hydrogen Powered Pallet Trucks Sysco Deploys Hydrogen Powered Pallet Trucks July 12, 2010 - 2:50pm Addthis Food service distribution company Sysco celebrated the grand opening of its highly efficient distribution center in June in Houston. As part of Sysco's efforts to reduce its carbon footprint, the company deployed almost 100 pallet trucks powered by fuel cells that create only water and heat as by-products. The hydrogen fuel cell project's cost was partially covered by funding from a $1.2 million grant provided by the American Recovery and Reinvestment Act through the U.S. Department of Energy's Fuel Cell Technologies Program. The total project cost was $3.3 million. The 98 new Raymond Corporation pallet lifts are powered by Plug Power

192

Unemployed Truck Driver Trains for New Career in Weatherization |  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Unemployed Truck Driver Trains for New Career in Weatherization Unemployed Truck Driver Trains for New Career in Weatherization Unemployed Truck Driver Trains for New Career in Weatherization November 5, 2010 - 2:46pm Addthis Maya Payne Smart Former Writer for Energy Empowers, EERE What does this mean for me? Workers across the country are being retrained for careers in the new clean energy economy. Tyrone Bailey had been out of work for 14 months when an unemployment office staffer told him about a home-weatherization training program offered by the state of New Jersey. The former truck driver and construction worker jumped at the opportunity to acquire new skills and began training January 19. He graduated April 1 and won a position with GreenLight Solutions, a Montclair, New Jersey-based residential home improvement company just two weeks later.

193

NREL: Fleet Test and Evaluation - Truck Stop Electrification  

NLE Websites -- All DOE Office Websites (Extended Search)

Stop Electrification Stop Electrification NREL's Fleet Test and Evaluation Team is evaluating and documenting the use of 50 truck stop electrification (TSE) sites along the busiest transportation corridors in the United States. Truck drivers typically idle their vehicles during mandated rest periods to maintain access to air conditioning, heat, and electricity. TSE sites allow truckers to enjoy these auxiliary systems by plugging into the electric grid instead of running their engines. The American Recovery and Reinvestment Act (ARRA) provided funding for these TSE sites-which feature electric power pedestals at 1,250 truck parking spaces-and for rebates to upgrade 5,000 long-haul trucks for drivers who agreed to use the facilities. Site usage will be monitored for three years to study patterns across the

194

DOE Expands International Effort to Develop Fuel-Efficient Trucks |  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Expands International Effort to Develop Fuel-Efficient Trucks Expands International Effort to Develop Fuel-Efficient Trucks DOE Expands International Effort to Develop Fuel-Efficient Trucks June 30, 2008 - 2:15pm Addthis GOTHENBURG, SWEDEN - U.S. Department of Energy's (DOE) Assistant Secretary for Energy Efficiency and Renewable Energy Alexander Karsner and Volvo Group CEO Leif Johansson today agreed to expand cooperation to develop more fuel-efficient trucks. Once contractual negotiations are complete later this year, the cooperative program will be extended for three more years. An additional $9 million over three years in DOE funds will be matched by $9 million in Swedish government funds and $18 million from Volvo Group. When added with the existing $12 million commitment from the United States, Sweden and the Volvo Group the overall value of the cooperation will be $48

195

Manhattan Project Truck Unearthed in Recovery Act Cleanup  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

www.em.doe.govemrecovery April 20, 2011 Remnants of 1940s military truck buried in a Manhattan Project-era landfill LOS ALAMOS, N.M. - A Los Alamos National Laboratory (LANL)...

196

FedEx Express Gasoline Hybrid Electric Delivery Truck Evaluation...  

NLE Websites -- All DOE Office Websites (Extended Search)

FedEx Express Gasoline Hybrid Electric Delivery Truck Evaluation: 12-Month Report R. Barnitt Technical Report NRELTP-5400-48896 January 2011 NREL is a national laboratory of the...

197

Design Considerations for a PEM Fuel Cell Powered Truck APU  

E-Print Network (OSTI)

Design of a Truck- mounted Fuel Cell APU System. Society ofEngine Idling Versus Fuel Cell APUs. ” Society of AutomotiveJr; 2003. Evaluation of Fuel Cell Auxiliary Power Units for

Grupp, David J; Forrest, Matthew E.; Mader, Pippin G.; Brodrick, Christie-Joy; Miller, Marshall; Dwyer, Harry A.

2004-01-01T23:59:59.000Z

198

Medium Truck Duty Cycle Data from Real-World Driving Environments: Project Interim Report  

SciTech Connect

Since the early part of the 20th century, the US trucking industry has provided a safe and economical means of moving commodities across the country. At the present time, nearly 80% of the US domestic freight movement involves the use of trucks. The US Department of Energy (DOE) is spearheading a number of research efforts to improve heavy vehicle fuel efficiencies. This includes research in engine technologies (including hybrid and fuel cell technologies), lightweight materials, advanced fuels, and parasitic loss reductions. In addition, DOE is developing advanced tools and models to support heavy vehicle truck research, and is leading the 21st Century Truck Partnership whose stretch goals involve a reduction by 50% of the fuel consumption of heavy vehicles on a ton-mile basis. This Medium Truck Duty Cycle (MTDC) Project is a critical element in DOE s vision for improved heavy vehicle energy efficiency and is unique in that there is no other national database of characteristic duty cycles for medium trucks. It involves the collection of real-world data for various situational characteristics (rural/urban, freeway/arterial, congested/free-flowing, good/bad weather, etc.) and looks at the unique nature of medium trucks drive cycles (stop-and-go delivery, power takeoff, idle time, short-radius trips), to provide a rich source of data that can contribute to the development of new tools for fuel efficiency and modeling, provide DOE a sound basis upon which to make technology investment decisions, and provide a national archive of real-world-based medium-truck operational data to support heavy vehicle energy efficiency research. The MTDC project involves a two-part field operational test (FOT). For the Part-1 FOT, three vehicles, each from two vocations (urban transit and dry-box delivery) were instrumented for one year of data collection. The Part-2 FOT will involve the towing/recovery and utility vocations. The vehicles participating in the MTDC project are doing so through gratis partnerships in return for early access to the results of this study. Partnerships such as these are critical to FOTs in which real-world data is being collected. In Part 1 of the project, Oak Ridge National Laboratory(ORNL) established partnerships with the H.T. Hackney Company, one of the largest wholesale distributors in the country, distributing products to 21 states; and with the Knoxville Area Transit (KAT), the City of Knoxville s transit system, operating services across the city of Knoxville and parts of Knox co. These partnerships and agreements provided ORNL access to three Class-7 2005/2007 International day-cab tractors, model 8600, which regularly haul 28 ft pup trailers (H.T. Hackney Co) and three Class-7 2005 Optima LF-34 buses (KAT), for collection of duty cycle data. In addition, ORNL has collaborated with the Federal Motor Carrier Safety Administration (FMCSA) to determine if there were possible synergies between this duty cycle data collection effort and FMCSA s need to learn more about the operation and duty cycles of the second-largest fuel consuming commercial vehicle category in the US. FMCSA s primary interest was in collecting safety data relative to the driver, carrier, and vehicle. In order to collect the duty cycle and safety-related data, ORNL developed a data acquisition and wireless communication system that was placed on each test vehicle. Each signal recorded in this FOT was collected by means of one of the instruments incorporated into each data acquisition system (DAS). Native signals were obtained directly from the vehicle s J1939 and J1708 data buses. A VBOX II Lite collected Global Positioning System related information including speed, acceleration, and spatial location information at a rate of 5 Hz, and communicated this data via the CAN (J1939) protocol. The Air-Weigh LoadMaxx, a self-weighing system which determines the vehicle s gross weight by means of pressure transducers and posts the weight to the vehicle s J1939 data bus, was used to collect vehicle payload information. A cellular modem, the Raven X

Franzese, Oscar [ORNL; Lascurain, Mary Beth [ORNL; Capps, Gary J [ORNL

2011-01-01T23:59:59.000Z

199

Industrial Lift Truck Battery Charger Demand Response Impact Study  

Science Conference Proceedings (OSTI)

Demand response and load shifting are two common energy management strategies used by lift truck fleet operators to mitigate on-peak energy consumption, reduce electricity costs, and react to electric system emergency curtailment requests. When customers elect to participate in demand response programs, they are contacted and asked to reduce load during power shortage situations. Alternatively, customers may implement longer-term economic load shifting strategies by reducing power to their lift truck bat...

2008-04-03T23:59:59.000Z

200

Transportable Heavy Duty Emissions Testing Laboratory and Research Program  

DOE Green Energy (OSTI)

The objective of this program was to quantify the emissions from heavy-duty vehicles operating on alternative fuels or advanced fuel blends, often with novel engine technology or aftertreatment. In the first year of the program West Virginia University (WVU) researchers determined that a transportable chassis dynamometer emissions measurement approach was required so that fleets of trucks and buses did not need to be ferried across the nation to a fixed facility. A Transportable Heavy-Duty Vehicle Emissions Testing Laboratory (Translab) was designed, constructed and verified. This laboratory consisted of a chassis dynamometer semi-trailer and an analytic trailer housing a full scale exhaust dilution tunnel and sampling system which mimicked closely the system described in the Code of Federal Regulations for engine certification. The Translab was first used to quantify emissions from natural gas and methanol fueled transit buses, and a second Translab unit was constructed to satisfy research demand. Subsequent emissions measurement was performed on trucks and buses using ethanol, Fischer-Tropsch fuel, and biodiesel. A medium-duty chassis dynamometer was also designed and constructed to facilitate research on delivery vehicles in the 10,000 to 20,000lb range. The Translab participated in major programs to evaluate low-sulfur diesel in conjunction with passively regenerating exhaust particulate filtration technology, and substantial reductions in particulate matter were recorded. The researchers also participated in programs to evaluate emissions from advanced natural gas engines with closed loop feedback control. These natural gas engines showed substantially reduced levels of oxides of nitrogen. For all of the trucks and buses characterized, the levels of carbon monoxide, oxides of nitrogen, hydrocarbons, carbon dioxide and particulate matter were quantified, and in many cases non-regulated species such as aldehydes were also sampled. Particle size was also quantified during selected studies. A laboratory was established at WVU to provide for studies which supported and augmented the Translab research, and to provide for development of superior emissions measurement systems. This laboratory research focused on engine control and fuel sulfur issues. In recent years, as engine and aftertreatment technologies advanced, emissions levels were reduced such that they were at or below the Translab detectable limits, and in the same time frame the US Environmental Protection Agency required improved measurement methodologies for engine emissions certification. To remain current and relevant, the researchers designed a new Translab analytic system, housed in a container which can be transported on a semi-trailer. The new system's dilution tunnel flow was designed to use a subsonic venturi with closed loop control of blower speed, and the secondary dilution and particulate matter filter capture were designed to follow new EPA engine certification procedures. A further contribution of the program has been the development of techniques for creating heavy-duty vehicle test schedules, and the creation of schedules to mimic a variety of truck and bus vocations.

David Lyons

2008-03-31T23:59:59.000Z

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


201

In-Use and Vehicle Dynamometer Evaluation and Comparison of Class 7 Hybrid Electric and Conventional Diesel Delivery Trucks  

SciTech Connect

This study compared fuel economy and emissions between heavy-duty hybrid electric vehicles (HEVs) and equivalent conventional diesel vehicles. In-use field data were collected from daily fleet operations carried out at a FedEx facility in California on six HEV and six conventional 2010 Freightliner M2-106 straight box trucks. Field data collection primarily focused on route assessment and vehicle fuel consumption over a six-month period. Chassis dynamometer testing was also carried out on one conventional vehicle and one HEV to determine differences in fuel consumption and emissions. Route data from the field study was analyzed to determine the selection of dynamometer test cycles. From this analysis, the New York Composite (NYComp), Hybrid Truck Users Forum Class 6 (HTUF 6), and California Air Resource Board (CARB) Heavy Heavy-Duty Diesel Truck (HHDDT) drive cycles were chosen. The HEV showed 31% better fuel economy on the NYComp cycle, 25% better on the HTUF 6 cycle and 4% worse on the CARB HHDDT cycle when compared to the conventional vehicle. The in-use field data indicates that the HEVs had around 16% better fuel economy than the conventional vehicles. Dynamometer testing also showed that the HEV generally emitted higher levels of nitric oxides than the conventional vehicle over the drive cycles, up to 77% higher on the NYComp cycle (though this may at least in part be attributed to the different engine certification levels in the vehicles tested). The conventional vehicle was found to accelerate up to freeway speeds over ten seconds faster than the HEV.

Burton, J.; Walkowicz, K.; Sindler, P.; Duran, A.

2013-10-01T23:59:59.000Z

202

Demonstrating and evaluating heavy-duty alternative fuel operations  

DOE Green Energy (OSTI)

The principal objectives of this project was to understand the effects of using an alternative fuel on a truck operating fleet through actual operation of trucks. Information to be gathered was expected to be anecdotal, as opposed to statistically viable, because the Trucking Research institute (TRI) recognized that projects could not attract enough trucks to produce statistically credible volumes of data. TRI was to collect operational data, and provide them to NREL, who would enter the data into the alternative fuels database being constructed for heavy-duty trucks at the time. NREL would also perform data analysis, with the understanding that the demonstrations were generally pre-production model engines and vehicles. Other objectives included providing information to the trucking industry on the availability of alternative fuels, developing the alternative fuels marketplace, and providing information on experience with alternative fuels. In addition to providing information to the trucking industry, an objective was for TRI to inform NREL and DOE about the industry, and give feedback on the response of the industry to developments in alternative fuels in trucking. At the outset, only small numbers of vehicles participated in most of the projects. Therefore, they had to be considered demonstrations of feasibility, rather than data gathering tests from which statistically significant conclusions might be drawn. Consequently, data gathered were expected to be useful for making estimates and obtaining valuable practical lessons. Project data and lessons learned are the subjects of separate project reports. This report concerns itself with the work of TRI in meeting the overall objectives of the TRI-NREL partnership.

Peerenboom, W. [Trucking Research Inst., Alexandria, VA (United States)] [Trucking Research Inst., Alexandria, VA (United States)

1998-02-01T23:59:59.000Z

203

Vehicle Technologies Office: Fact #369: April 25, 2005 Medium-Truck Miles  

NLE Websites -- All DOE Office Websites (Extended Search)

9: April 25, 9: April 25, 2005 Medium-Truck Miles by Age to someone by E-mail Share Vehicle Technologies Office: Fact #369: April 25, 2005 Medium-Truck Miles by Age on Facebook Tweet about Vehicle Technologies Office: Fact #369: April 25, 2005 Medium-Truck Miles by Age on Twitter Bookmark Vehicle Technologies Office: Fact #369: April 25, 2005 Medium-Truck Miles by Age on Google Bookmark Vehicle Technologies Office: Fact #369: April 25, 2005 Medium-Truck Miles by Age on Delicious Rank Vehicle Technologies Office: Fact #369: April 25, 2005 Medium-Truck Miles by Age on Digg Find More places to share Vehicle Technologies Office: Fact #369: April 25, 2005 Medium-Truck Miles by Age on AddThis.com... Fact #369: April 25, 2005 Medium-Truck Miles by Age Medium trucks (class 3-6) were driven an average of 14,439 miles in 2002.

204

Alternative Fuels Data Center: Frito-Lay Delivers With Electric Truck Fleet  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Frito-Lay Delivers Frito-Lay Delivers With Electric Truck Fleet to someone by E-mail Share Alternative Fuels Data Center: Frito-Lay Delivers With Electric Truck Fleet on Facebook Tweet about Alternative Fuels Data Center: Frito-Lay Delivers With Electric Truck Fleet on Twitter Bookmark Alternative Fuels Data Center: Frito-Lay Delivers With Electric Truck Fleet on Google Bookmark Alternative Fuels Data Center: Frito-Lay Delivers With Electric Truck Fleet on Delicious Rank Alternative Fuels Data Center: Frito-Lay Delivers With Electric Truck Fleet on Digg Find More places to share Alternative Fuels Data Center: Frito-Lay Delivers With Electric Truck Fleet on AddThis.com... Sept. 22, 2012 Frito-Lay Delivers With Electric Truck Fleet D iscover how Frito-Lay provides service with electric trucks in Columbus,

205

STATEMENT OF CONSIDERATIONS REQUEST BY MACK TRUCKS, INC FOR AN ADVANCE WAIVER OF DOMESTIC AND  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

INC FOR AN ADVANCE WAIVER OF DOMESTIC AND INC FOR AN ADVANCE WAIVER OF DOMESTIC AND FOREIGN INVENTION RIGHTS UNDER DOE COOPERATIVE AGREEMENT NO. DE- FC26-05NT42417 W(A)-05-042, CH-1324 The Petitioner, Mack Trucks, Inc. (Mack), was awarded a cooperative agreement for the performance of work entitled, "Demonstration of Air-Power-Assist Engine Technology for Clean Combustion and Direct Energy Recovery in Heavy Duty Applications." The purpose of the cooperative agreement is to demonstrate a minimum of 15% fuel economy improvement with emissions meeting the 2010 EPA regulation. Mack Tracks will be establishing the base engine, developing engine management system for air-power-assist engine and ensuring the conduction of steady-state engine tests. Mack will also evaluate the commercial viability of variable valve

206

Heavy Vehicle Propulsion Materials Program  

DOE Green Energy (OSTI)

The objective of the Heavy Vehicle Propulsion Materials Program is to develop the enabling materials technology for the clean, high-efficiency diesel truck engines of the future. The development of cleaner, higher-efficiency diesel engines imposes greater mechanical, thermal, and tribological demands on materials of construction. Often the enabling technology for a new engine component is the material from which the part can be made. The Heavy Vehicle Propulsion Materials Program is a partnership between the Department of Energy (DOE), and the diesel engine companies in the United States, materials suppliers, national laboratories, and universities. A comprehensive research and development program has been developed to meet the enabling materials requirements for the diesel engines of the future. Advanced materials, including high-temperature metal alloys, intermetallics, cermets, ceramics, amorphous materials, metal- and ceramic-matrix composites, and coatings, are investigated for critical engine applications.

Sidney Diamond; D. Ray Johnson

1999-04-26T23:59:59.000Z

207

Energy Secretary Bodman Showcases Advanced Clean Diesel and Hybrid Trucks,  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Bodman Showcases Advanced Clean Diesel and Hybrid Bodman Showcases Advanced Clean Diesel and Hybrid Trucks, Buses Energy Secretary Bodman Showcases Advanced Clean Diesel and Hybrid Trucks, Buses May 10, 2005 - 12:45pm Addthis Says Energy Bill Essential to Develop Clean Diesel Technology WASHINGTON, D.C. - Highlighting the promise of alternative fuel trucks and buses, Secretary of Energy Samuel W. Bodman today opened an exhibition of energy-efficient, clean diesel and advanced hybrid commercial vehicles at a press conference in Washington, D.C. Secretary Bodman also underscored the need to pass an energy bill that encourages the use of renewable fuels and new technologies to provide the United States with greater energy independence. "Industry and government are working hand-in-hand to develop technologies

208

Truck and rail charges for shipping spent fuel and nuclear waste  

SciTech Connect

The Pacific Northwest Laboratory developed techniques for calculating estimates of nuclear-waste shipping costs and compiled a listing of representative data that facilitate incorporation of reference shipping costs into varius logistics analyses. The formulas that were developed can be used to estimate costs that will be incurred for shipping spent fuel or nuclear waste by either legal-weight truck or general-freight rail. The basic data for this study were obtained from tariffs of a truck carrier licensed to serve the 48 contiguous states and from various rail freight tariff guides. Also, current transportation regulations as issued by the US Department of Transportation and the Nuclear Regulatory Commission were investigated. The costs that will be incurred for shipping spent fuel and/or nuclear waste, as addressed by the tariff guides, are based on a complex set of conditions involving the shipment origin, route, destination, weight, size, and volume and the frequency of shipments, existing competition, and the length of contracts. While the complexity of these conditions is an important factor in arriving at a ''correct'' cost, deregulation of the transportation industry means that costs are much more subject to negotiation and, thus, the actual fee that will be charged will not be determined until a shipping contract is actually signed. This study is designed to provide the baseline data necessary for making comparisons of the estimated costs of shipping spent fuel and/or nuclear wastes by truck and rail transportation modes. The scope of the work presented in this document is limited to the costs incurred for shipping, and does not include packaging, cask purchase/lease costs, or local fees placed on shipments of radioactive materials.

McNair, G.W.; Cole, B.M.; Cross, R.E.; Votaw, E.F.

1986-06-01T23:59:59.000Z

209

Vehicle Technologies Office: 21st Century Truck Technical Goals and Teams  

NLE Websites -- All DOE Office Websites (Extended Search)

Truck Truck Technical Goals and Teams to someone by E-mail Share Vehicle Technologies Office: 21st Century Truck Technical Goals and Teams on Facebook Tweet about Vehicle Technologies Office: 21st Century Truck Technical Goals and Teams on Twitter Bookmark Vehicle Technologies Office: 21st Century Truck Technical Goals and Teams on Google Bookmark Vehicle Technologies Office: 21st Century Truck Technical Goals and Teams on Delicious Rank Vehicle Technologies Office: 21st Century Truck Technical Goals and Teams on Digg Find More places to share Vehicle Technologies Office: 21st Century Truck Technical Goals and Teams on AddThis.com... Key Activities Mission, Vision, & Goals Plans, Implementation, & Results Organization & Contacts National Laboratories Budget

210

Alternative Fuels Data Center: Natural Gas Powers Milk Delivery Trucks in  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Natural Gas Powers Natural Gas Powers Milk Delivery Trucks in Indiana to someone by E-mail Share Alternative Fuels Data Center: Natural Gas Powers Milk Delivery Trucks in Indiana on Facebook Tweet about Alternative Fuels Data Center: Natural Gas Powers Milk Delivery Trucks in Indiana on Twitter Bookmark Alternative Fuels Data Center: Natural Gas Powers Milk Delivery Trucks in Indiana on Google Bookmark Alternative Fuels Data Center: Natural Gas Powers Milk Delivery Trucks in Indiana on Delicious Rank Alternative Fuels Data Center: Natural Gas Powers Milk Delivery Trucks in Indiana on Digg Find More places to share Alternative Fuels Data Center: Natural Gas Powers Milk Delivery Trucks in Indiana on AddThis.com... Aug. 20, 2011 Natural Gas Powers Milk Delivery Trucks in Indiana

211

Analysis of Major Trends in U.S. Commercial Trucking, 1977-2002  

NLE Websites -- All DOE Office Websites (Extended Search)

Further, since single-unit trucks operate usually at part cargo load, the extra mass of CNG tanks is acceptable. For Class 8 combination trucks, the energy storage limitations of...

212

Vehicle Technologies Office: Fact #671: April 18, 2011 Average Truck Speeds  

NLE Websites -- All DOE Office Websites (Extended Search)

1: April 18, 1: April 18, 2011 Average Truck Speeds to someone by E-mail Share Vehicle Technologies Office: Fact #671: April 18, 2011 Average Truck Speeds on Facebook Tweet about Vehicle Technologies Office: Fact #671: April 18, 2011 Average Truck Speeds on Twitter Bookmark Vehicle Technologies Office: Fact #671: April 18, 2011 Average Truck Speeds on Google Bookmark Vehicle Technologies Office: Fact #671: April 18, 2011 Average Truck Speeds on Delicious Rank Vehicle Technologies Office: Fact #671: April 18, 2011 Average Truck Speeds on Digg Find More places to share Vehicle Technologies Office: Fact #671: April 18, 2011 Average Truck Speeds on AddThis.com... Fact #671: April 18, 2011 Average Truck Speeds The Federal Highway Administration studies traffic volume and flow on major

213

Alternative Fuels Data Center: U.S. Truck Stop Electrification Locations  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Conserve Fuel Conserve Fuel Printable Version Share this resource Send a link to Alternative Fuels Data Center: U.S. Truck Stop Electrification Locations to someone by E-mail Share Alternative Fuels Data Center: U.S. Truck Stop Electrification Locations on Facebook Tweet about Alternative Fuels Data Center: U.S. Truck Stop Electrification Locations on Twitter Bookmark Alternative Fuels Data Center: U.S. Truck Stop Electrification Locations on Google Bookmark Alternative Fuels Data Center: U.S. Truck Stop Electrification Locations on Delicious Rank Alternative Fuels Data Center: U.S. Truck Stop Electrification Locations on Digg Find More places to share Alternative Fuels Data Center: U.S. Truck Stop Electrification Locations on AddThis.com... U.S. Truck Stop Electrification Locations

214

Heavy ion physics at the LHC  

E-Print Network (OSTI)

Heavy Ion Physics at the LHC ? R. VogtLaboratory, Berkeley, CA USA Physics Department, Universityfor addressing unique physics issues in a completely new

Vogt, R.

2004-01-01T23:59:59.000Z

215

Project Startup: Evaluating Coca-Cola's Class 8 Hybrid-Electric Delivery Trucks (Fact Sheet)  

DOE Green Energy (OSTI)

Fact sheet describing the project startup for evaluating Coca-Cola's Class 8 hybrid-electric delivery trucks.

Not Available

2011-03-01T23:59:59.000Z

216

Firm Uses DOE?s Fastest Supercomputer to Streamline Long-Haul Trucks  

DOE R&D Accomplishments (OSTI)

Sophisticated simulation on the world?s fastest computer for science makes trucks more aerodynamic, saves fuel, helps environment.

2011-03-28T23:59:59.000Z

217

DOE Light Truck Clean Diesel (LTCD) Program Final Caterpillar Public Report Light Truck Clean Diesel Program  

DOE Green Energy (OSTI)

The US Department of Energy and Caterpillar entered a Cooperative Agreement to develop compression ignition engine technology suitable for the light truck/SUV market. Caterpillar, in collaboration with a suitable commercialization partner, developed a new Compression Ignition Direct Injection (CIDI) engine technology to dramatically improve the emissions and performance of light truck engines. The overall program objective was to demonstrate engine prototypes by 2004, with an order of magnitude emission reduction while meeting challenging fuel consumption goals. Program emphasis was placed on developing and incorporating cutting edge technologies that could remove the current impediments to commercialization of CIDI power sources in light truck applications. The major obstacle to commercialization is emissions regulations with secondary concerns of driveability and NVH (noise, vibration and harshness). The target emissions levels were 0.05 g/mile NOx and 0.01 g/mile PM to be compliant with the EPA Tier 2 fleet average requirements of 0.07 g/mile and the CARB LEV 2 of 0.05 g/mile for NOx, both have a PM requirement of 0.01 g/mile. The program team developed a combustion process that fundamentally shifted the classic NOx vs. PM behavior of CIDI engines. The NOx vs. PM shift was accomplished with a form of Homogeneous Charge Compression Ignition (HCCI). The HCCI concept centers on appropriate mixing of air and fuel in the compression process and controlling the inception and rate of combustion through various means such as variable valve timing, inlet charge temperature and pressure control. Caterpillar has adapted an existing Caterpillar design of a single injector that: (1) creates the appropriate fuel and air mixture for HCCI, (2) is capable of a more conventional injection to overcome the low power density problems of current HCCI implementations, (3) provides a mixed mode where both the HCCI and conventional combustion are functioning in the same combustion cycle. Figure 1 illustrates the mixed mode injection system. Under the LTCD program Caterpillar developed a mixed mode injector for a multi-cylinder engine system. The mixed mode injection system represents a critical enabling technology for the implementation of HCCI. In addition, Caterpillar implemented variable valve system technology and air system technology on the multi-cylinder engine platform. The valve and air system technology were critical to system control. Caterpillar developed the combustion system to achieve a 93% reduction in NOx emissions. The resulting NOx emissions were 0.12 gm/mile NOx. The demonstrated emissions level meets the stringent Tier 2 Bin 8 requirement without NOx aftertreatment! However, combustion development alone was not adequate to meet the program goal of 0.05gm/mile NOx. To meet the program goals, an additional 60% NOx reduction technology will be required. Caterpillar evaluated a number of NOx reduction technologies to quantify and understand the NOx reduction potential and system performance implications. The NOx adsorber was the most attractive NOx aftertreatment option based on fuel consumption and NOx reduction potential. In spite of the breakthrough technology development conducted under the LTCD program there remains many significant challenges associated with the technology configuration. For HCCI, additional effort is needed to develop a robust control strategy, reduce the hydrocarbon emissions at light load condition, and develop a more production viable fuel system. Furthermore, the NOx adsorber suffers from cost, packaging, and durability challenges that must be addressed.

Eric Fluga

2004-09-30T23:59:59.000Z

218

Cost Effectiveness of On-Site Chlorine Generation for Chlorine Truck Attack Prevention  

Science Conference Proceedings (OSTI)

A chlorine tank truck attack could cause thousands of fatalities. As a means of preventing chlorine truck attacks, I consider the on-site generation of chlorine or hypochlorite at all U.S. facilities currently receiving chlorine by truck. I develop and ... Keywords: applications, cost-effectiveness, public policy, risk analysis, terrorism, uncertainty

Anthony M. Barrett

2010-12-01T23:59:59.000Z

219

CoolCab: Reducing Thermal Loads in Long-Haul Trucks (Fact Sheet)  

SciTech Connect

This fact sheet describes how the National Renewable Energy Laboratory's CoolCab project tested and modeled the effects of several thermal-load reduction strategies applied to long-haul truck cabs. NREL partnered with two major truck manufacturers to evaluate three long-haul trucks at NREL's outdoor test facility in Golden, Colorado.

Not Available

2010-02-01T23:59:59.000Z

220

Analysis of the risk of transporting uranium ore concentrates by truck  

SciTech Connect

This report evaluates the risks involved with shipping uranium ore concentrates by truck in an attempt to provide some perspective on the system safety issues. The basic probabilistic risk evaluation methodology used in this study is similar to that employed by Pacific Northwest Laboratory (PNL) in a series of risk analyses on the transportation of potentially hazardous energy materials. The risk model has been constructed as a series of separate analysis steps to allow the system risk to be readily reevaluated as additional data become available or as postulated system characteristics change. The reslts of this analysis show that the risks to the public health and safety from yellowcake releases during a transportation accident are insignificant. Accidents involving truck shipments of yellowcake are expected to occur at a rate of about ten a year. However, only one-fifth of these accidents, or about two a year, are expected to cause a release of yellowcake to the environment. None of these accidents was estimated to produce any potential fatalities. The low concentration of radioactivity distributed throughout the material resulted in no significant increase in radiation doses above normal background levels to members of the general public.

Geffen, C.A.

1981-07-01T23:59:59.000Z

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


221

Satellite Detec*on of Truck & Rail NO2  

E-Print Network (OSTI)

Satellite Detec*on of Truck & Rail NO2 Erica Bickford Tracey Holloway Environment (SAGE) University of Wisconsin Madison #12;Freight and Air Quality 2 · Transporta*on is the largest source of NOx emissions. · Freight accounts for 33

Jacob, Daniel J.

222

Improved performance of railcar/rail truck interface components  

E-Print Network (OSTI)

The objective of this research is to improve the railcar/rail truck interface by developing a low maintenance bearing interface with a favorable friction coefficient. Friction and wear at the center bowl/center plate bearing interface cause high turning moments around curved track, wear of truck components, and increased detrimental dynamic effects. The recommended improvement of the rail truck interface is a set of two steel inserts, one concave and one convex, that can be retrofit to center bowls/center plates. The insert geometry addresses concerns about maintaining favorable pressure distribution on existing components, minimizing overall height increase to accommodate existing infrastructure, and retaining railcar stability. The stability of the railcar upon the design inserts has been ensured when the instantaneous center of rotation of the railcar body is above the railcar center of gravity. The damping ratio provided by the frictional moment within center bowl is 240 and eliminates the possibility of dynamic amplification. Using a 90 inch radius of curvature ensures stability and requires a 0.5 inch diameter reduction of the existing center plate for a gap of 1/16 inch. The increase in railcar height for the specific design is 0.71 inches which can be absorbed by either grinding of the center plate or new manufacturing dimensions. The design is feasible for small travel values corresponding to small vertical gaps at the side bearings. In addition to geometry alterations, the bearing surfaces are coated with a protective metallic layer. The literature suggests that optimum friction coefficients between bearing elements in the center bowl/center plate interface may reduce turning moments of the truck, wear of truck components, and detrimental dynamic effects such as hunting. Axial-torsional tests determined friction coefficient estimates and wear properties for a matrix of various metallic protective coatings and steel. Tungsten carbide-cobalt-chrome has a favorable coefficient of 0.3 under standard center bowl/center plate contact conditions.

Story, Brett Alan

2007-08-01T23:59:59.000Z

223

Vehicle Technologies Office: Fact #571: May 18, 2009 Light Truck CAFE  

NLE Websites -- All DOE Office Websites (Extended Search)

1: May 18, 2009 1: May 18, 2009 Light Truck CAFE Standards - 2006 Reformation to someone by E-mail Share Vehicle Technologies Office: Fact #571: May 18, 2009 Light Truck CAFE Standards - 2006 Reformation on Facebook Tweet about Vehicle Technologies Office: Fact #571: May 18, 2009 Light Truck CAFE Standards - 2006 Reformation on Twitter Bookmark Vehicle Technologies Office: Fact #571: May 18, 2009 Light Truck CAFE Standards - 2006 Reformation on Google Bookmark Vehicle Technologies Office: Fact #571: May 18, 2009 Light Truck CAFE Standards - 2006 Reformation on Delicious Rank Vehicle Technologies Office: Fact #571: May 18, 2009 Light Truck CAFE Standards - 2006 Reformation on Digg Find More places to share Vehicle Technologies Office: Fact #571: May 18, 2009 Light Truck CAFE Standards - 2006 Reformation on

224

Alternative Fuels Data Center: Hybrid and Zero Emission Truck and Bus  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Hybrid and Zero Hybrid and Zero Emission Truck and Bus Vouchers - San Joaquin Valley to someone by E-mail Share Alternative Fuels Data Center: Hybrid and Zero Emission Truck and Bus Vouchers - San Joaquin Valley on Facebook Tweet about Alternative Fuels Data Center: Hybrid and Zero Emission Truck and Bus Vouchers - San Joaquin Valley on Twitter Bookmark Alternative Fuels Data Center: Hybrid and Zero Emission Truck and Bus Vouchers - San Joaquin Valley on Google Bookmark Alternative Fuels Data Center: Hybrid and Zero Emission Truck and Bus Vouchers - San Joaquin Valley on Delicious Rank Alternative Fuels Data Center: Hybrid and Zero Emission Truck and Bus Vouchers - San Joaquin Valley on Digg Find More places to share Alternative Fuels Data Center: Hybrid and Zero Emission Truck and Bus Vouchers - San Joaquin Valley on AddThis.com...

225

Oak Ridge Leadership Computing Facility User Update: SmartTruck Systems |  

NLE Websites -- All DOE Office Websites (Extended Search)

Leadership Computing Facility User Update: SmartTruck Systems Leadership Computing Facility User Update: SmartTruck Systems Startup zooms to success improving fuel efficiency of long-haul trucks by more than 10 percent Supercomputing simulations at Oak Ridge National Laboratory enabled SmartTruck Systems engineers to develop the UnderTray System, some components of which are shown here. The system dramatically reduces drag-and increases fuel mileage-in long-haul trucks. Image: Michael Matheson, Oak Ridge National Laboratory Supercomputing simulations at Oak Ridge National Laboratory enabled SmartTruck Systems engineers to develop the UnderTray System, some components of which are shown here. The system dramatically reduces drag-and increases fuel mileage-in long-haul trucks. Image: Michael Matheson, Oak Ridge National Laboratory (hi-res image)

226

Alternative Fuels Data Center: Saving Fuel in the Garden State with Truck  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Saving Fuel in the Saving Fuel in the Garden State with Truck Stop Electrification to someone by E-mail Share Alternative Fuels Data Center: Saving Fuel in the Garden State with Truck Stop Electrification on Facebook Tweet about Alternative Fuels Data Center: Saving Fuel in the Garden State with Truck Stop Electrification on Twitter Bookmark Alternative Fuels Data Center: Saving Fuel in the Garden State with Truck Stop Electrification on Google Bookmark Alternative Fuels Data Center: Saving Fuel in the Garden State with Truck Stop Electrification on Delicious Rank Alternative Fuels Data Center: Saving Fuel in the Garden State with Truck Stop Electrification on Digg Find More places to share Alternative Fuels Data Center: Saving Fuel in the Garden State with Truck Stop Electrification on AddThis.com...

227

Which idling reduction system is most economical for truck owners?  

NLE Websites -- All DOE Office Websites (Extended Search)

Which idling reduction system is Which idling reduction system is most economical for truck owners? Linda Gaines Center for Transportation Research Argonne National Laboratory Commercial Vehicle Engineering Congress and Exposition Rosemont, Il October 7-9, 2008 The price of diesel is high *Idling a Class 8 truck uses 0.6-1.2 gallons per hour *That can total over $50 a night! *So even without regulations, there's an incentive to reduce idling *Even if the price goes down more, idling reduction makes sense 2 Why do sleepers idle overnight? For services to resting driver and friend y Heating, ventilation, and air conditioning (HVAC) y Power for appliances 8TV, microwave, refrigerator, computer, hair drier To keep fuel and engine warm To mask out noises and smells Because other drivers do it

228

Upgrades for truck transportation of SNM in the Russian Federation  

Science Conference Proceedings (OSTI)

The goal of this project is the rapid reduction of risk to truck transportation of SNM in Russia. Enhanced protection is being accomplished by cooperation between the US Department of Energy, MINATOM of Russia, the Russian Ministry of Defense, and various Russian Institutes. This program provides an integrated program of specialized trucks that are equipped with hardened overpack (SNM vault) containers, alarm and communications systems, and armored cabs. Armored escort vehicles are also provided to increase the survivability of the guards escorting convoys. Only indigenous Russian equipment, modified and/or manufactured by Designing Bureau for Motor Vehicle Transport Equipment (KBATO), is provided under this program. The US will not provide assistance in the truck transportation arena without a commitment from the Russian facility to provide heavily armed escorts for SNM movement. Each site conducts a detailed transportation needs assessment study that is used as the basis for prioritizing assistance. The Siberian Chemical Combine (Tomsk-7) was the initial site of cooperation. The designs used at Tomsk-7 are serving as the baseline for all future vehicles modified under this program. In FY98, many vehicles systems have been ordered for various institutes. Many additional systems will be ordered in FY99.

Gardner, B.H. [Sandia National Labs., Albuquerque, NM (United States); Kornilovich, E. [Construction Bureau for Motor Vehicle Transport Equipment, Mytischy (Russian Federation)

1998-08-01T23:59:59.000Z

229

US Department of Energy workshop on future fuel technology for heavy vehicles  

DOE Green Energy (OSTI)

The objective of the workshop described in this report was to develop consensus on a program strategy for use of alternative fuels in heavy vehicles. Participants represented fuel providers, additive suppliers, the trucking industry, engine manufacturers, and government or national laboratory staff. Breakout sessions were co-facilitated by national laboratory staff and industry representatives.

NONE

1996-12-31T23:59:59.000Z

230

Heavy vehicle hybrid propulsion systems R and D program plan, FY 2000-2005  

DOE Green Energy (OSTI)

This report contains the program plan and background information for the Heavy Vehicle Hybrid Propulsion R and D Program sponsored by the Department of Energy's Office of Heavy Vehicle Technologies. The program is a collaboration between industry and government established for the development of advanced hybrid-electric propulsion technology for urban cycle trucks and buses. It targets specific applications to enhance potential market success. Potential end-users are also involved.

None

2000-07-01T23:59:59.000Z

231

Solid Oxide Fuel Cell Successfully Powers Truck Cab and Sleeper in  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Solid Oxide Fuel Cell Successfully Powers Truck Cab and Sleeper in Solid Oxide Fuel Cell Successfully Powers Truck Cab and Sleeper in DOE-Sponsored Test Solid Oxide Fuel Cell Successfully Powers Truck Cab and Sleeper in DOE-Sponsored Test March 19, 2009 - 1:00pm Addthis Washington, DC --In a test sponsored by the U.S. Department of Energy (DOE), a Delphi auxiliary power unit employing a solid oxide fuel cell (SOFC) successfully operated the electrical system and air conditioning of a Peterbilt Model 386 truck under conditions simulating idling conditions for 10 hours. The device provides an alternative to running a truck's main diesel engine, or using a truck's batteries, to power auxiliary electrical loads during rest periods, thereby lowering emissions, reducing noise, and saving fuel. In testing at Peterbilt Motors Company Texas head-quarters, a Delphi

232

Company Adds Commercial Trucks to List of Hybrids | Department of Energy  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Company Adds Commercial Trucks to List of Hybrids Company Adds Commercial Trucks to List of Hybrids Company Adds Commercial Trucks to List of Hybrids August 30, 2010 - 10:00am Addthis Allison’s bus hybrid drive unit for transit buses can be found in 164 cities around the world. The company will use similar technology in the commercial truck hybrid system. | Photo courtesy of Allison Transmission Allison's bus hybrid drive unit for transit buses can be found in 164 cities around the world. The company will use similar technology in the commercial truck hybrid system. | Photo courtesy of Allison Transmission Lindsay Gsell Allison Transmission uses $62.8 million in Recovery Act funding for commercial truck hybrid system Project will create or retain close to 100 manufacturing-related jobs in Indiana Hybrid systems could reduce diesel consumption by 35 percent in

233

NETL: News Release - Solid Oxide Fuel Cell Successfully Powers Truck Cab  

NLE Websites -- All DOE Office Websites (Extended Search)

9, 2009 9, 2009 Solid Oxide Fuel Cell Successfully Powers Truck Cab and Sleeper in DOE-Sponsored Test DOE, Delphi, Peterbilt Join to Test Auxiliary Power Unit for Commercial Trucks Washington, DC -In a test sponsored by the U.S. Department of Energy (DOE), a Delphi auxiliary power unit employing a solid oxide fuel cell (SOFC) successfully operated the electrical system and air conditioning of a Peterbilt Model 386 truck under conditions simulating idling conditions for 10 hours. The device provides an alternative to running a truck's main diesel engine, or using a truck's batteries, to power auxiliary electrical loads during rest periods, thereby lowering emissions, reducing noise, and saving fuel. Solid Oxide Fuel Cell Successfully Powers Truck Cab and Sleeper in DOE-Sponsored Test

234

Fuel Cell Lift Trucks: A Grocer's Best Friend | Department of Energy  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Fuel Cell Lift Trucks: A Grocer's Best Friend Fuel Cell Lift Trucks: A Grocer's Best Friend Fuel Cell Lift Trucks: A Grocer's Best Friend December 1, 2011 - 3:21pm Addthis Baldor Specialty Foods relies on fuel cell technology from Oorja Protonics to power lift-trucks like the one pictured above, refueling takes less than one minute | Photo Courtesy of Oorja Protonics. Baldor Specialty Foods relies on fuel cell technology from Oorja Protonics to power lift-trucks like the one pictured above, refueling takes less than one minute | Photo Courtesy of Oorja Protonics. Sunita Satyapal Program Manager, Hydrogen & Fuel Cell Technology Program What are the key facts? Fuel Cell Lift Trucks can operate twice as long as their battery powered counterparts. They also avoid deep discharges, which effectively extends their

235

Business Case for Fast Charging of Industrial Lift Truck Fleets: Life Cycle Cost Model  

Science Conference Proceedings (OSTI)

In industrial settings, up to three battery packs are required per electric industrial lift truck: one in use, another being charged, and a third being cooled. Many industry experts see this as a financial barrier in selling electric over internal combustion (IC) industrial lift trucks. EPRI sponsored this study to provide a thorough evaluation of the economics in support of a business case for fast charging lift truck fleets.

2000-09-18T23:59:59.000Z

236

Energy Efficiency and Performance Testing of Non-Road Electric Vehicles: Forklift Truck Evaluation — Status Report  

Science Conference Proceedings (OSTI)

Forklift trucks play an integral role in the industrial economy, and the majority of those trucks in service in the United States are electric. The benefits of such non-road electric vehicles include lower life cycle costs, improved worker health and safety, and reduced maintenance. However, large numbers of electric lift trucks can become a concern to the electric utility industry if the vehicles are inefficient or cause power quality problems. Southern California Edison (SCE) has evaluated the energy e...

2003-12-31T23:59:59.000Z

237

DESIGN & DEVELOPMENT OF E-TURBO FOR SUV AND LIGHT TRUCK APPLICATIONS  

DOE Green Energy (OSTI)

The purpose of the project is to develop an electronically controlled, electrically assisted turbocharging system, e-Turbo, for application to SUV and light truck class of passenger vehicles. Earlier simulation work had shown the benefits of e-Turbo system on increasing low-end torque and improving fuel economy. This paper will present further data from the literature to show that advanced turbocharging can enable diesel engine downsizing of 10-30% with 6-17% improvement in fuel economy. This is in addition to the fuel economy benefit that a turbocharged diesel engine offers over conventional gasoline engines. E-Turbo is necessary to get acceptable driving characteristics with downsized diesel engines. As a first step towards the development of this technology for SUV/light truck sized diesel engines (4-6 litre displacement), design concepts and hardware were evaluated for a smaller engine (2 litre displacement). It was felt that design and developments issues could be minimized, the concept proven progressively on the bench, on a small engine and then applied to a large Vee engine (one on each bank). After successful demonstration of the concept, large turbomachinery could be designed and built specifically for larger SUV sized diesel engines. This paper presents the results of development of e-Turbo for a 2 litre diesel engine. A detailed comparison of several electric assist technologies including permanent magnet, six-phase induction and conventional induction motor/generator technology was done. A comparison of switched reluctance motor technology was also done although detailed design was not carried out.

Balis, C; Middlemass, C; Shahed, SM

2003-08-24T23:59:59.000Z

238

Solid Oxide Fuel Cell Development for Auxiliary Power in Heavy Duty Vehicle Applications  

Science Conference Proceedings (OSTI)

Changing economic and environmental needs of the trucking industry is driving the use of auxiliary power unit (APU) technology for over the road haul trucks. The trucking industry in the United States remains the key to the economy of the nation and one of the major changes affecting the trucking industry is the reduction of engine idling. Delphi Automotive Systems, LLC (Delphi) teamed with heavy-duty truck Original Equipment Manufacturers (OEMs) PACCAR Incorporated (PACCAR), and Volvo Trucks North America (VTNA) to define system level requirements and develop an SOFC based APU. The project defines system level requirements, and subsequently designs and implements an optimized system architecture using an SOFC APU to demonstrate and validate that the APU will meet system level goals. The primary focus is on APUs in the range of 3-5 kW for truck idling reduction. Fuels utilized were derived from low-sulfur diesel fuel. Key areas of study and development included sulfur remediation with reformer operation; stack sensitivity testing; testing of catalyst carbon plugging and combustion start plugging; system pre-combustion; and overall system and electrical integration. This development, once fully implemented and commercialized, has the potential to significantly reduce the fuel idling Class 7/8 trucks consume. In addition, the significant amounts of NOx, CO2 and PM that are produced under these engine idling conditions will be virtually eliminated, inclusive of the noise pollution. The environmental impact will be significant with the added benefit of fuel savings and payback for the vehicle operators / owners.

Daniel T. Hennessy

2010-06-15T23:59:59.000Z

239

FedEx Gasoline Hybrid Electric Delivery Truck Evaluation: 6-Month...  

NLE Websites -- All DOE Office Websites (Extended Search)

7693 May 2010 FedEx Gasoline Hybrid Electric Delivery Truck Evaluation: 6-Month Interim Report R. Barnitt National Renewable Energy Laboratory 1617 Cole Boulevard, Golden, Colorado...

240

Definition and Evaluation of Bus and Truck Automation Operations Concepts: Final Report  

E-Print Network (OSTI)

trucks Intermodal Rail 2.2 RELATED RESEARCH Research andrail) and the proponents of a more efficient freight system for national defense purposes. Research

Taso, H. S. Jacob; Botha, Jan L.

2003-01-01T23:59:59.000Z

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


241

Heavy-Duty Trucks Poised to Accelerate Growth of American Alternative Transportation Fuels Market  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Background Background Since 1988, federal and state legislation has mandated the adoption of alternative transportation fuels, primarily because of environmental and energy security concerns. Recently, however, much of the alternative fuels activity has shifted. With the electoral revolution of 1992, Congress is rethinking environmental regulation and cutting federal appro- priations for alternative fueled vehi- cles (AFVs). The U.S. Enviromental Protection Agency (EPA) may delay implementation of stringent emission standards, and the U.S. Department of Energy (DOE) has delayed requirements for alternative fuel adoption that were set to go into effect on September 1, 1995. In the late 1980s and early 1990s, as federal and state legislation was being crafted across the country,

242

ORNL/TM-2008/122 Class-8 Heavy Truck Duty Cycle  

E-Print Network (OSTI)

in a number of projects using High Voltage DC Transmission (HVDC) lines, but it would require a fairly large wave power conversion scheme to make it economically attractive. A typical example of a HVDC subsea

243

Heavy-Duty Truck Idling Characteristics: Results from a Nationwide Survey  

E-Print Network (OSTI)

and 51 % for oil and maintenance costs. Companies' policiesmaintenance and oil change costs. These percentagesreported

Lutsey, Nicholas P.; Brodrick, Christie-Joy; Sperling, Dan; Oglesby, Carollyn

2004-01-01T23:59:59.000Z

244

Cycles and weight effects on emissions and development of predictive emissions models for heavy duty trucks.  

E-Print Network (OSTI)

??NOX and PM emissions data from the 5-mode CARB HHDDT Schedule, UDDS, and AC5080 were reviewed, with reference to each other. Next, two-dimensional correlations were… (more)

Vora, Kuntal A.

2006-01-01T23:59:59.000Z

245

Liquefied natural gas as a transportation fuel for heavy-duty trucks: Volume I  

DOE Green Energy (OSTI)

This document contains Volume 1 of a three-volume manual designed for use with a 2- to 3-day liquefied natural gas (LNG) training course. Transportation and off-road agricultural, mining, construction, and industrial applications are discussed. This volume provides a brief introduction to the physics and chemistry of LNG; an overview of several ongoing LNG projects, economic considerations, LNG fuel station technology, LNG vehicles, and a summary of federal government programs that encourage conversion to LNG.

NONE

1997-12-01T23:59:59.000Z

246

Topography based fan control for heavy trucks; Topografibaserad kylfläktstyrning för tunga fordon.  

E-Print Network (OSTI)

?? This thesis is a study of how cooling fan control can be improved by using road topography information. Two such controllers are presented, one… (more)

Lerede, Niclas

2009-01-01T23:59:59.000Z

247

Evaluation of Fuel Cell Auxiliary Power Units for Heavy-Duty Diesel Trucks  

E-Print Network (OSTI)

J. , Gottesfeld, S. , 1999. Direct methanol fuel cells.Fuel cells for transportation. 1999 Annual Progress Report.Auxiliary power units; Fuel cells 1. Introduction A large

2002-01-01T23:59:59.000Z

248

Evaluation of Fuel Cell Auxiliary Power Units for Heavy-Duty Diesel Trucks  

E-Print Network (OSTI)

Fuel cells for transportation. 1999 Annual Progress Report.J. , Gottesfeld, S. , 1999. Direct methanol fuel cells.Auxiliary power units; Fuel cells 1. Introduction A large

2002-01-01T23:59:59.000Z

249

Study of Fuel Property Effects Using Future Low Emissions Heavy Duty Truck Engine Hardware  

DOE Green Energy (OSTI)

Fuel properties have had substantial impact on engine emissions. Fuel impact varies with engine technology. An assessment of fuel impact on future low emission designs was needed as part of an EMAEPA-API study effort

Li, Sharon

2000-08-20T23:59:59.000Z

250

Assessment of Out-of-State Heavy-Duty Truck Activity Trends In California  

E-Print Network (OSTI)

communication. California Department of Transportation.Mex_2004_eng.pdf. California Air Resources Board (CARB),documents/rrpapp4.pdf. California Air Resources Board (

Lutsey, Nicholas P.

2008-01-01T23:59:59.000Z

251

A Fuel-Based Inventory for Heavy-Duty Diesel Truck Emissions  

E-Print Network (OSTI)

Air Resources Board, Sacramento, CA, 1996. Harvey, G.W. ;of Transportation, Sacramento, CA. Personal Communication,Board, Mobile Source Division, Sacramento, CA, 1993.

Dreher, David B.; Harley, Robert A.

1998-01-01T23:59:59.000Z

252

STATEMENT OF CONSIDERATIONS REQUEST BY MACK TRUCKS, INC FOR AN...  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

"Demonstration of Air-Power-Assist Engine Technology for Clean Combustion and Direct Energy Recovery in Heavy Duty Applications." The purpose of the cooperative agreement...

253

Lifecycle-analysis for heavy vehicles.  

DOE Green Energy (OSTI)

Various alternative fuels and improved engine and vehicle systems have been proposed in order to reduce emissions and energy use associated with heavy vehicles (predominantly trucks). For example, oil companies have proposed improved methods for converting natural gas to zero-aromatics, zero-sulfur diesel fuel via the Fischer-Tropsch process. Major heavy-duty diesel engine companies are working on ways to simultaneously reduce particulate-matter and NOX emissions. The trend in heavy vehicles is toward use of lightweight materials, tires with lower rolling resistance, and treatments to reduce aerodynamic drag. In this paper, we compare the Mecycle energy use and emissions from trucks using selected alternatives, such as Fisher-Tropsch diesel fuel and advanced fuel-efficient engines. We consider heavy-duty, Class 8 tractor-semitrailer combinations for this analysis. The total life cycle includes production and recycling of the vehicle itself, extraction, processing, and transportation of the fuel itself, and vehicle operation and maintenance. Energy use is considered in toto, as well as those portions that are imported, domestic, and renewable. Emissions of interest include greenhouse gases and criteria pollutants. Angonne's Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET) model is used to generate per-vehicle fuel cycle impacts. Energy use and emissions for materials manufacturing and vehicle disposal are estimated by means of materials information from Argonne studies. We conclude that there are trade-offs among impacts. For example, the lowest fossil energy use does not necessarily result in lowest total energy use, and lower tailpipe emissions may not necessarily result in lower lifecycle emissions of all criteria pollutants.

Gaines, L.

1998-04-16T23:59:59.000Z

254

Top U.S. Automakers Collaborate to Improve Heavy-Duty Freight Efficiency |  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Top U.S. Automakers Collaborate to Improve Heavy-Duty Freight Top U.S. Automakers Collaborate to Improve Heavy-Duty Freight Efficiency Top U.S. Automakers Collaborate to Improve Heavy-Duty Freight Efficiency November 22, 2013 - 5:37pm Addthis As part of the 21st Century Truck Partnership, the Army will demonstrate technology that converts waste heat from an exhaust system to electricity used in its Stryker vehicle. | Photo courtesy of courtesy of U.S. Army As part of the 21st Century Truck Partnership, the Army will demonstrate technology that converts waste heat from an exhaust system to electricity used in its Stryker vehicle. | Photo courtesy of courtesy of U.S. Army Natalie Committee Communications Specialist, Office of Energy Efficiency and Renewable Energy Detroit, the hub of America's automotive industry hosted a gathering of

255

Forecast of California car and truck fuel demand  

Science Conference Proceedings (OSTI)

The purpose of this work is to forecast likely future car and truck fuel demand in California in light of recent and possible additional improvements in vehicle efficiency. Forecasts of gasoline and diesel fuel demand are made based on projections of primary economic, demographic, and transportation technology variables. Projections of car and light truck stock and new sales are based on regression equations developed from historical data. Feasible future vehicle fuel economies are determined from technical improvements possible with existing technology. Several different cases of market-induced efficiency improvement are presented. Anticipated fuel economy improvements induced by federal mileage standards and rising fuel costs will cause lower future fuel demand, even though vehicle miles traveled will continue to increase both on a per capita and total basis. If only relatively low-cost fuel economy improvements are adopted after about 1985, when federal standards require no further improvements, fuel demand will decrease from the 1982 level of 11.7 billion gallons (gasoline equivalent) to 10.6 billion gallons in 2002, about a 9% reduction. Higher fuel economy levels, based on further refinements in existing technology, can produce an additional 7% reduction in fuel demand by 2002.

Stamets, L.

1983-01-01T23:59:59.000Z

256

Optimal power management for a hydraulic hybrid delivery truck  

E-Print Network (OSTI)

Hydraulic hybrid propulsion and energy storage components demonstrate characteristics that are very different from their electric counterparts, thus requiring unique control strategies. This paper presents a methodology for developing a power management strategy tailored specifically to a parallel Hydraulic Hybrid Vehicle (HHV) configured for a medium-size delivery truck. The Hydraulic Hybrid Vehicle is modelled in the MATLAB/SIMULINK environment to facilitate system integration and control studies. A Dynamic Programming (DP) algorithm is used to obtain optimal control actions for gear shifting and power splitting bet ween the engine and the hydraulic motor over a representative urban driving schedule. Features of optimal trajectories are then studied to derive i mplementable rules. System behaviour demonstrates that the new control strategy takes advantage of high power density and efficiency characteristics of hydraulic components, and minimizes disadvantages of low energy density, to achieve enhanced overall efficiency. Simulation results indicate that the potential for fuel economy improvement of medium trucks with hydraulic hybrid propulsion can be as high as 48 %. 1

Bin Wu; Chan-chiao Lin; Zoran Filipi; Huei Peng

2004-01-01T23:59:59.000Z

257

Heavy vehicle propulsion system materials program: Semiannual progress report, April 1996--September 1996  

DOE Green Energy (OSTI)

The purpose of the Heavy Vehicle Propulsion System Materials Program is the development of materials: ceramics, intermetallics, metal alloys, and metal and ceramic coatings, to support the dieselization of class 1-3 trucks to realize a 35% fuel-economy improvement over current gasoline-fueled trucks and to support commercialization of fuel-flexible LE-55 low-emissions, high-efficiency diesel engines for class 7-8 trucks. The Office of Transportation Technologies, Office of Heavy Vehicle Technologies (OTT OHVT) has an active program to develop the technology for advanced LE-55 diesel engines with 55% efficiency and low emissions levels of 2.0 g/bhp-h NO{sub x} and 0.05 g/bhp-h particulates. The goal is also for the LE-55 engine to run on natural gas with efficiency approaching that of diesel fuel. The LE-55 program is being completed in FY 1997 and, after approximately 10 years of effort, has largely met the program goals of 55% efficiency and low emissions. However, the commercialization of the LE-55 technology requires more durable materials than those that have been used to demonstrate the goals. Heavy Vehicle Propulsion System Materials will, in concert with the heavy duty diesel engine companies, develop the durable materials required to commercialize the LE-55 technologies. OTT OHVT also recognizes a significant opportunity for reduction in petroleum consumption by dieselization of pickup trucks, vans, and sport utility vehicles. Application of the diesel engine to class 1, 2, and 3 trucks is expected to yield a 35% increase in fuel economy per vehicle. The foremost barrier to diesel use in this market is emission control. Once an engine is made certifiable, subsequent challenges will be in cost; noise, vibration, and harshness (NVH); and performance. Separate abstracts have been submitted to the database for contributions to this report.

Johnson, D.R.

1997-04-01T23:59:59.000Z

258

Procedures for Passenger Cars, Light-Duty Trucks and Medium-Duty  

E-Print Network (OSTI)

2001 and subsequent model-year passenger cars, light-duty trucks, and medium-duty trucks for which non-methane organic gas (NMOG) exhaust emission reduction credit is requested as a result of the use of a DOR technology on a motor vehicle radiator, air conditioning assembly, or other appropriate substrate. REFERENCES:

unknown authors

1999-01-01T23:59:59.000Z

259

Control System Development for an Advanced-Technology Medium-Duty Hybrid Electric Truck  

E-Print Network (OSTI)

03TB-45 Control System Development for an Advanced-Technology Medium-Duty Hybrid Electric Truck and vehicle test results for a medium-duty hybrid electric truck are reported in this paper. The design the benchmark vehicle. INTRODUCTION Hybrid powertrain is among the most visible transportation technology

Grizzle, Jessy W.

260

International Truck & Bus Meeting & Exhibition, Fort Worth, TX, November 2003. 2003-01-3369  

E-Print Network (OSTI)

System Development for an Advanced-Technology Medium-Duty Hybrid Electric Truck Chan-Chiao Lin, Huei Peng for a hybrid electric vehicle (HEV). The hybrid electric truck that employs this control system features a "Direct Hybrid" powertrain system [1], which integrates an advanced diesel engine, an electric traction

Peng, Huei

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


261

EM Awards Two Large Contracts to Small Businesses for Trucking Services |  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Awards Two Large Contracts to Small Businesses for Trucking Awards Two Large Contracts to Small Businesses for Trucking Services EM Awards Two Large Contracts to Small Businesses for Trucking Services June 1, 2012 - 12:00pm Addthis A Waste Isolation Pilot Plant (WIPP) truck approaches the WIPP facility near Carlsbad, N.M. Since opening in 1999, WIPP has established an impressive record. In addition to transporting more than 10,500 shipments safely, WIPP drivers have logged more than 12.6 million safe loaded miles — equivalent to 26 roundtrips to the moon — without a serious accident or injury. Their work has helped DOE clean up 22 transuranic waste sites around the nation. A Waste Isolation Pilot Plant (WIPP) truck approaches the WIPP facility near Carlsbad, N.M. Since opening in 1999, WIPP has established an

262

VP 100: Producing Electric Truck Vehicles with a Little Something Extra |  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

VP 100: Producing Electric Truck Vehicles with a Little Something VP 100: Producing Electric Truck Vehicles with a Little Something Extra VP 100: Producing Electric Truck Vehicles with a Little Something Extra August 6, 2010 - 10:31am Addthis VP 100: Producing Electric Truck Vehicles with a Little Something Extra Kevin Craft What does this mean for me? Smith Electric Vehicles included in Vice President's report on 100 Recovery Act Projects That Are Changing America. Smith plans to hire at least 50 employees by the end of the year. Through a Recovery Act grant, that company - Smith Electric Vehicles (SEV) - is taking a different tact that could lay the foundation for the industry's future. Not only is the company manufacturing all-electric, zero-emission commercial trucks, it's collecting data on how these commercial EVs are used. In Kansas City, Mo., an 80-year old company is on

263

STATEMENT OF CONSIDERATIONS ADVANCE WAIVER OF PATENT RIGHTS TO INTERNATIONAL TRUCK AND  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

INTERNATIONAL TRUCK AND INTERNATIONAL TRUCK AND ENGINE CORPORATION (ITEC) UNDER DOE PRIME CONTRACT NO. DE-FC26- 06NT42791 FOR "NATIONAL HYBRID TRUCK MANUFACTURING PROGRAM"; CH-1412; W(A)-07-024 International Truck and Engine Corporation (ITEC) has petitioned for an advanced waiver of domestic and foreign patent rights to inventions conceived or first actually reduced to practice under DOE Contract No. DE-FC26-06NT42891. ITEC is a subcontractor of WESTSTART- CALSTART. This advanced waiver is intended to apply to all subject inventions of International Truck and Engine's employees and those of its subcontractors, regardless of tier, except subcontractors eligible to obtain title pursuant to P. L. 96-517 as amended, and National Laboratories. As brought out in its waiver petition, ITEC will research and develop electrical subsystems

264

Technology Roadmap for the 21st Century Truck Program, a government-industry research partnership  

DOE Green Energy (OSTI)

The 21st Century Truck Program has been established as a government-industry research partnership to support the development and implementation of commercially viable technologies that will dramatically cut fuel use and emissions of commercial trucks and buses while enhancing their safety and affordability as well as maintaining or enhancing performance. The innovations resulting from this program will reduce dependence on foreign oil, improve our nation's air quality, provide advanced technology for military vehicles, and enhance the competitiveness of the U.S. truck and bus industry while ensuring safe and affordable freight and bus transportation for the nation's economy. This Technology Roadmap for the 21st Century Truck Program has been prepared to guide the development of the technical advancements that will enable the needed improvements in commercial truck fuel economy, emissions, and safety.

None

2000-12-01T23:59:59.000Z

265

Heavy Oil Projects  

NLE Websites -- All DOE Office Websites (Extended Search)

Select Reports from Heavy Oil Projects Project Number Performer Title Heavy Oil Recovery US (NIPERBDM-0225) BDM-Oklahoma, Inc. Feasibility Study of Heavy Oil Recovery in the...

266

State Traffic Safety Information - Fatal Crashes Involving a Large Truck :  

NLE Websites -- All DOE Office Websites (Extended Search)

Indiana (2007-2009) Indiana (2007-2009) Research Menu Data/Tools Apps Resources Let's Talk Research Alpha You are here Data.gov » Communities » Research » Data State Traffic Safety Information - Fatal Crashes Involving a Large Truck : Indiana (2007-2009) Dataset Summary Description The State Traffic Safety Information (STSI) portal is part of the larger Fatality Analysis Reporting System (FARS) Encyclopedia. STSI provides state-by-state traffic safety profiles, including: crash data, lives saved/savable, legislation, economic costs, grant funding, alcohol related crash data, performance measures, and geographic maps of crash data. Tags {geospatial,fatality,crash,data,safety,roadway,vehicle,human,person} Dataset Ratings Overall 0 No votes yet Data Utility 0 No votes yet Usefulness

267

State Traffic Safety Information - Fatal Crashes Involving a Large Truck :  

NLE Websites -- All DOE Office Websites (Extended Search)

Idaho (2007-2009) Idaho (2007-2009) Research Menu Data/Tools Apps Resources Let's Talk Research Alpha You are here Data.gov » Communities » Research » Data State Traffic Safety Information - Fatal Crashes Involving a Large Truck : Idaho (2007-2009) Dataset Summary Description The State Traffic Safety Information (STSI) portal is part of the larger Fatality Analysis Reporting System (FARS) Encyclopedia. STSI provides state-by-state traffic safety profiles, including: crash data, lives saved/savable, legislation, economic costs, grant funding, alcohol related crash data, performance measures, and geographic maps of crash data. Tags {geospatial,fatality,crash,data,safety,roadway,vehicle,human,person} Dataset Ratings Overall 0 No votes yet Data Utility 0 No votes yet Usefulness 0 No votes yet

268

Microsoft Word - 2011sr10-fire truck donation.docx  

NLE Websites -- All DOE Office Websites (Extended Search)

Monday, August 8, 2011 Monday, August 8, 2011 james-r.giusti@srs.gov Rick McLeod, SRSCRO, (803) 593-9954, Ext. 1411 rick.mcleod@srscro.org DOE's Excess Property Donation Protects Lives, Property and the Environment AIKEN, SC - The recent purchase of new fire engines at Savannah River Site resulted in the availability of two excess fire trucks under the SRS Community Reuse Organization's (SRS CRO) Asset Transition Program. The primary goal of the Department of Energy's (DOE) Asset Transition Program is to utilize excess personal property derived from the Savannah River Site to enhance economic development and job opportunities within a five-county region surrounding the Site. In addition to job creation, assets may also be used to improve the "quality

269

State Traffic Safety Information - Fatal Crashes Involving a Large Truck :  

NLE Websites -- All DOE Office Websites (Extended Search)

Hawaii (2007-2009) Hawaii (2007-2009) Research Menu Data/Tools Apps Resources Let's Talk Research Alpha You are here Data.gov » Communities » Research » Data State Traffic Safety Information - Fatal Crashes Involving a Large Truck : Hawaii (2007-2009) Dataset Summary Description The State Traffic Safety Information (STSI) portal is part of the larger Fatality Analysis Reporting System (FARS) Encyclopedia. STSI provides state-by-state traffic safety profiles, including: crash data, lives saved/savable, legislation, economic costs, grant funding, alcohol related crash data, performance measures, and geographic maps of crash data. Tags {geospatial,fatality,crash,data,safety,roadway,vehicle,human,person} Dataset Ratings Overall 0 No votes yet Data Utility 0 No votes yet Usefulness 0 No votes yet

270

State Traffic Safety Information - Fatal Crashes Involving a Large Truck :  

NLE Websites -- All DOE Office Websites (Extended Search)

Delaware (2007-2009) Delaware (2007-2009) Research Menu Data/Tools Apps Resources Let's Talk Research Alpha You are here Data.gov » Communities » Research » Data State Traffic Safety Information - Fatal Crashes Involving a Large Truck : Delaware (2007-2009) Dataset Summary Description The State Traffic Safety Information (STSI) portal is part of the larger Fatality Analysis Reporting System (FARS) Encyclopedia. STSI provides state-by-state traffic safety profiles, including: crash data, lives saved/savable, legislation, economic costs, grant funding, alcohol related crash data, performance measures, and geographic maps of crash data. Tags {geospatial,fatality,crash,data,safety,roadway,vehicle,human,person} Dataset Ratings Overall 0 No votes yet Data Utility 0 No votes yet Usefulness

271

State Traffic Safety Information - Fatal Crashes Involving a Large Truck :  

NLE Websites -- All DOE Office Websites (Extended Search)

District of Columbia (2007-2009) District of Columbia (2007-2009) Research Menu Data/Tools Apps Resources Let's Talk Research Alpha You are here Data.gov » Communities » Research » Data State Traffic Safety Information - Fatal Crashes Involving a Large Truck : District of Columbia (2007-2009) Dataset Summary Description The State Traffic Safety Information (STSI) portal is part of the larger Fatality Analysis Reporting System (FARS) Encyclopedia. STSI provides state-by-state traffic safety profiles, including: crash data, lives saved/savable, legislation, economic costs, grant funding, alcohol related crash data, performance measures, and geographic maps of crash data. Tags {geospatial,fatality,crash,data,safety,roadway,vehicle,human,person} Dataset Ratings Overall 0 No votes yet Data Utility

272

Alternative Fuels in Trucking Volume 5, Number 3  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

lmost 50% of the petroleum lmost 50% of the petroleum consumed in the United States is imported. By the year 2000, 73% of total petroleum demand will be imported, making America vulnerable to a cutoff in our energy lifeline. Transportation, which is 98% dependent on petroleum, uses two-thirds of the oil consumed in the United States. If we instead used American-produced natural gas to power our vehicles, we could become energy independent. Natural gas could also solve some of our toughest environmental prob- lems. Gasoline- and diesel-fueled cars, trucks, and buses produce half of all air pollution in the United States. Natural gas would cut emis- sions to zero. Congress has recognized the opportunity and enacted legislation to provide incentives for or mandate the production of alternative fuel

273

Modeling the interaction between passenger cars and trucks  

E-Print Network (OSTI)

The topic of this dissertation was the use of distributed computing to improve the modeling of the interaction between passenger cars and trucks. The two main focus areas were the development of a methodology to combine microscopic traffic simulation programs with driving simulator programs, and the application of a prototype distributed traffic simulation to study the impact of the length of an impeding vehicle on passing behavior. The methodology was motivated by the need to provide an easier way to create calibrated traffic flows in driving simulations and to capture vehicle behavior within microscopic traffic simulations. The original design for the prototype was to establish a two-way, real time exchange of vehicle data, however problems were encountered that imposed limitations on its development and use. The passing study was motivated by the possible changes in federal truck size and weight regulations and the current inconsistency between the passing sight distance criteria for the design of two lane highways and the marking of no-passing zones. Test drivers made passing maneuvers around impeding vehicles that differed in length and speed. The main effects of the impeding vehicle length were found to be significant for the time and distance in the left lane, and the start and end gap distances. Passing equations were formulated based on the mechanics of the passing maneuver and included behavior variables for calibration. Through a sensitivity analysis, it was shown that increases in vehicle speeds, vehicle length, and gap distance increased the distance traveled in the left lane, while increases in the speed difference and speed gain decreased the distance traveled in the left lane. The passing equations were calibrated using the current AASHTO values and used to predict the impact of increased vehicle lengths on the time and distance in the left lane. The passing equations are valuable for evaluating passing sight distance criteria and observed passing behavior.

Jenkins, Jacqueline Marie

2004-08-01T23:59:59.000Z

274

Utah Heavy Oil Program  

Science Conference Proceedings (OSTI)

The Utah Heavy Oil Program (UHOP) was established in June 2006 to provide multidisciplinary research support to federal and state constituents for addressing the wide-ranging issues surrounding the creation of an industry for unconventional oil production in the United States. Additionally, UHOP was to serve as an on-going source of unbiased information to the nation surrounding technical, economic, legal and environmental aspects of developing heavy oil, oil sands, and oil shale resources. UHOP fulGilled its role by completing three tasks. First, in response to the Energy Policy Act of 2005 Section 369(p), UHOP published an update report to the 1987 technical and economic assessment of domestic heavy oil resources that was prepared by the Interstate Oil and Gas Compact Commission. The UHOP report, entitled 'A Technical, Economic, and Legal Assessment of North American Heavy Oil, Oil Sands, and Oil Shale Resources' was published in electronic and hard copy form in October 2007. Second, UHOP developed of a comprehensive, publicly accessible online repository of unconventional oil resources in North America based on the DSpace software platform. An interactive map was also developed as a source of geospatial information and as a means to interact with the repository from a geospatial setting. All documents uploaded to the repository are fully searchable by author, title, and keywords. Third, UHOP sponsored Give research projects related to unconventional fuels development. Two projects looked at issues associated with oil shale production, including oil shale pyrolysis kinetics, resource heterogeneity, and reservoir simulation. One project evaluated in situ production from Utah oil sands. Another project focused on water availability and produced water treatments. The last project considered commercial oil shale leasing from a policy, environmental, and economic perspective.

J. Bauman; S. Burian; M. Deo; E. Eddings; R. Gani; R. Goel; C.K. Huang; M. Hogue; R. Keiter; L. Li; J. Ruple; T. Ring; P. Rose; M. Skliar; P.J. Smith; J.P. Spinti; P. Tiwari; J. Wilkey; K. Uchitel

2009-10-20T23:59:59.000Z

275

Heavy vehicle propulsion system materials program semiannual progress report for April 1998 thru September 1998  

DOE Green Energy (OSTI)

The purpose of the Heavy Vehicle Propulsion System Materials Program is the development of materials: ceramics, intermetallics, metal alloys, and metal and ceramic coatings, to support the dieselization of class 1--3 trucks to realize a 35{percent} fuel-economy improvement over current gasoline-fueled trucks and to support commercialization of fuel-flexible LE-55 low-emissions, high-efficiency diesel engines for class 7--8 trucks. The Office of Transportation Technologies, Office of Heavy Vehicle Technologies (OTT OHVT) has an active program to develop the technology for advanced LE-55 diesel engines with 55{percent} efficiency and low emissions levels of 2.0 g/bhp-h NO{sub x} and 0.05 g/bhp-h particulates. The goal is also for the LE-55 engine to run on natural gas with efficiency approaching that of diesel fuel. The LE-55 program is being completed in FY 1997 and, after approximately 10 years of effort, has largely met the program goals of 55{percent} efficiency and low emissions. However, the commercialization of the LE-55 technology requires more durable materials than those that have been used to demonstrate the goals. Heavy Vehicle Propulsion System Materials will, in concert with the heavy-duty diesel engine companies, develop the durable materials required to commercialize the LE-55 technologies.

Johnson, D.R.

1999-01-01T23:59:59.000Z

276

UPDATING THE FREIGHT TRUCK STOCK ADJUSTMENT MODEL: 1997 VEHICLE INVENTORY AND USE SURVEY DATA  

NLE Websites -- All DOE Office Websites (Extended Search)

36 36 UPDATING THE FREIGHT TRUCK STOCK ADJUSTMENT MODEL: 1997 VEHICLE INVENTORY AND USE SURVEY DATA Stacy C. Davis November 2000 Prepared for the Energy Information Administration U.S. Department of Energy Prepared by the OAK RIDGE NATIONAL LABORATORY Oak Ridge, Tennessee 37831-6073 managed by UT-BATTELLE, LLC for the U.S. DEPARTMENT OF ENERGY under Contract No. DE-AC05-00OR22725 Updating the FTSAM: 1997 VIUS Data iii TABLE OF CONTENTS ABSTRACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . v INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 OBJECTIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 VIUS DATA PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Table 1. Share of Trucks by Fuel Type and Truck Size -

277

DOE Selects Two Small Businesses to Truck Transuranic Waste to New Mexico  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Two Small Businesses to Truck Transuranic Waste to New Two Small Businesses to Truck Transuranic Waste to New Mexico Waste Isolation Pilot Plant DOE Selects Two Small Businesses to Truck Transuranic Waste to New Mexico Waste Isolation Pilot Plant January 9, 2012 - 12:00pm Addthis Media Contact Bill Taylor 803-952-8564 bill.taylor@srs.gov Cincinnati - The Department of Energy (DOE) today awarded two small-business contracts to CAST Specialty Transportation, Inc. and Visionary Solutions, LLC, to provide trucking services to transport transuranic (TRU) waste, from DOE and other defense-related TRU waste generator sites to the Waste Isolation Pilot Plant (WIPP) site, near Carlsbad, New Mexico. The contracts are firmfixed-price with cost-reimbursable expenses over five years. CAST Specialty Transportation, Inc. of Henderson, Colorado, will begin

278

Argonne CNM Highlight: Nanofluids Could Make Cool Work of Hot Truck Engines  

NLE Websites -- All DOE Office Websites (Extended Search)

Nanofluids Could Make Cool Work of Hot Truck Engines Nanofluids Could Make Cool Work of Hot Truck Engines What the work is about Truck engines are hot places, and new emission reduction technologies such as exhaust gas recirculation (EGR) can make them even hotter. The coolants, lubricants, oils, and other heat transfer fluids used in today's conventional truck thermal systems (including radiators, engines, and HVAC equipment) have inherently poor heat transfer properties. And conventional working fluids that contain millimeter- or micrometer-sized particles do not work with newly emerging "miniaturized" technologies because they can clog in microchannels. Why Nanoparticles Are Better than Microparticles Argonne National Laboratory has developed metal nanofluids that can dramatically enhance the thermal conductivity of conventional heat transfer fluids and flow smoothly in microchannel passages. These "nanocoolants," as they're known, can enhance heat transfer more than several times better than the best competing fluid.

279

Assessment of the risk of transporting plutonium oxide and liquid plutonium nitrate by truck  

SciTech Connect

A methodology for assessing the risk in transporting radioactive materials and the results of the initial application of the methodology to shipment of plutonium by truck are presented. (LK)

1975-08-01T23:59:59.000Z

280

Engineering Task Plan for Water Supply for Spray Washers on the Support Trucks  

SciTech Connect

This Engineering Task Plan (ETP) defines the task and deliverables associated with the design, fabrication and testing of an improved spray wash system for the Rotary Mode Core Sampling (RMCS) System Support Trucks.

BOGER, R.M.

2000-02-03T23:59:59.000Z

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


281

Trucking country : food politics and the transformation of rural life in Postwar America  

E-Print Network (OSTI)

Trucking replaced railroads as the primary link between rural producers and urban consumers in the mid-twentieth century. With this technological change came a fundamental transformation of the defining features of rural ...

Hamilton, Shane, 1976-

2005-01-01T23:59:59.000Z

282

Proposed Revisions to Light Truck Fuel Economy Standard (released in AEO2006)  

Reports and Publications (EIA)

In August 2005, NHTSA published proposed reforms to the structure of CAFE standards for light trucks and increases in light truck CAFE standards for model years 2008 through 2011 [8]. Under the proposed new structure, NHTSA would establish minimum fuel economy levels for six size categories defined by the vehicle footprint (wheelbase multiplied by track width), as summarized in Table 3. For model years 2008 through 2010, the new CAFE standards would provide manufacturers the option of complying with either the standards defined for each individual footprint category or a proposed average light truck fleet standard of 22.5 miles per gallon in 2008, 23.1 miles per gallon in 2009, and 23.5 miles per gallon in 2010. All light truck manufacturers would be required to meet an overall standard based on sales within each individual footprint category after model year 2010.

Information Center

2006-02-01T23:59:59.000Z

283

Investigation of the low temperature performance of trucks operating on low cetane diesel fuel  

Science Conference Proceedings (OSTI)

An anticipated increase in diesel fuel demand prompted a study by Energy, Mines and Resources Canada, to assess the effect of synthetic and cracked fuel components on truck cold weather performance. Subsequently, a two-year contract was awarded to Esso Petroleum Canada Research to evaluate the effect of fuel composition on combustion using a 310 hp modern HD engine, and the effect on startup and driveability down to -30/sup 0/C in four Class 8 trucks.

Cartwright, S.J.; Gilbert, J.B

1988-01-01T23:59:59.000Z

284

BLACK ISSUES  

E-Print Network (OSTI)

BLACK ISSUES :: Your Portal To Diversity :: ::::::::::::::::::::::::::: http transactions in recent years include Viacom's acquisition of Black Entertainment Television, NBC's purchase Bookshelf Events Tech Briefs - more - #12;BLACK ISSUES :: Your Portal To Diversity

Valero-Cuevas, Francisco

285

Heavy Vehicle Systems, Int. J. of Vehicle Design, Vol. 11, Nos. 3/4, 2004 349 Modelling and control of a medium-duty hybrid  

E-Print Network (OSTI)

engine. Keywords: electric vehicles, electric-vehicle simulation, hybrid electric vehicles, hybrid-duty hybrid electric truck', Int. J. of Heavy Vehicle Systems, Vol. 11, Nos. 3/4, pp. 349­370. 1 Introduction. Hybrid-electric vehicles (HEV) appear to be one of the most viable technologies with significant

Peng, Huei

286

Heavy Vehicle Propulsion System Materials Program Semiannual Progress Report for October 1998 Through March 1999  

DOE Green Energy (OSTI)

The purpose of the Heavy Vehicle Propulsion System Materials Program is the development of materials: ceramics, intermetallics, metal alloys, and metal and ceramic coatings, to support the dieselization of class 1-3 trucks to realize a 35% fuel-economy improvement over current gasoline-fueled trucks and to support commercialization of fuel-flexible LE-55 low-emissions, high-efficiency diesel engines for class 7-8 trucks. The Office of Transportation Technologies, Office of Heavy Vehicle Technologies (OIT OHVT) has an active program to develop the technology for advanced LE-55 diesel engines with 55% efficiency and low emissions levels of 2.0 g/bhp-h NOX and 0.05 g/bhp-h particulate. The goal is also for the LE-55 engine to run on natural gas with efficiency approaching that of diesel fuel. The LE-55 program is being completed in FY 1997 and, after approximately 10 years of effort, has largely met the program goals of 55% efficiency and low emissions. However, the commercialization of the LE-55 technology requires more durable materials than those that have been used to demonstrate the goals. Heavy Vehicle Propulsion System Materials will, in concert with the heavy duty diesel engine companies, develop the durable materials required to commercialize the LE-55 technologies. OIT OHVT also recognizes a significant opportunity for reduction in petroleum consumption by dieselization of pickup trucks, vans, and sport utility vehicles. Application of the diesel engine to class 1,2, and 3 trucks is expected to yield a 35% increase in fuel economy per vehicle. The foremost barrier to diesel use in this market is emission control. Once an engine is made certifiable, subsequent challenges will be in cost; noise, vibration, and harshness (NVH); and performance. The design of advanced components for high-efficiency diesel engines has, in some cases, pushed the performance envelope for materials of construction past the point of reliable operation. Higher mechanical and tribological stresses and higher temperatures of advanced designs limit the engine designer; advanced materials allow the design of components that may operate reliably at higher stresses and temperatures, thus enabling more efficient engine designs. Advanced materials also offer the opportunity to improve the emissions, NVH, and performance of diesel engines for pickup trucks, vans, and sport utility vehicles. The principal areas of research are: (1) Cost Effective High Performance Materials and Processing; (2) Advanced Manufacturing Technology; (3)Testing and Characterization; and (4) Materials and Testing Standards.

Johnson, R.D.

1999-06-01T23:59:59.000Z

287

Development of Technologies for a High Efficiency, Very Low Emission, Diesel Engine for Light Trucks and Sport Utility Vehicles  

DOE Green Energy (OSTI)

Cummins Inc., in partnership with the Department of Energy, has developed technology for a new highly efficient, very low emission, diesel engine for light trucks and sport utility vehicles. This work began in April 1997, and started with very aggressive goals for vehicles in the 5751 to 8500 pound GCW weight class. The primary program goals were as follows: (1) EMISSIONS -- NOx = 0.50 g/mi; PM = 0.05 g/mi; CO = 2.8 g/mi; and NMHC = 0.07 g/mi. California decided to issue new and even tougher LEV II light truck regulations late in 1999. EPA also issued its lower Tier 2 regulations late in 2000. The net result was that the targets for this diesel engine project were lowered, and these goals were eventually modified by the publication of Federal Tier 2 emission standards early in 2000 to the following: NOx = 0.07 g/mi; and PM = 0.01 g/mi. (2) FUEL ECONOMY -- The fuel economy goal was 50 percent MPG improvement (combined city/highway) over the 1997 gasoline powered light truck or sport utility vehicle in the vehicle class for which this diesel engine is being designed to replace. The goal for fuel economy remained at 50 percent MPG improvement, even with the emissions goal revisions. (3) COOPERATIVE DEVELOPMENT -- Regular design reviews of the engine program will be conducted with a vehicle manufacturer to insure that the concepts and design specifics are commercially feasible. (DaimlerChrysler has provided Cummins with this design review input.) Cummins has essentially completed a demonstration of proof-of-principle for a diesel engine platform using advanced combustion and fuel system technologies. Cummins reported very early progress in this project, evidence that new diesel engine technology had been developed that demonstrated the feasibility of the above emissions goals. Emissions levels of NOx = 0.4 g/mi and PM = 0.06 g/mi were demonstrated for a 5250 lb. test weight vehicle with passive aftertreatment only. These results were achieved using the full chassis dynamometer FTP-75 test procedure that allowed compliance with the Tier 2 Interim Bin 10 Standards and would apply to vehicles in MY2004 through MY2007 timeframe. In further technology development with active aftertreatment management, Cummins has been able to report that the emissions goals for the Tier 2 Bin 5 standards were met on an engine running the full FTP-75 test procedure. The fuel economy on the chassis tests was measured at over 59 percent MPG improvement over the gasoline engines that are offered in typical SUVs and light trucks. The above demonstration used only in-cylinder fueling for management of the aftertreatment system.

Stang, John H.

2005-12-19T23:59:59.000Z

288

Development of Technologies for a High Efficiency, Very Low Emission, Diesel Engine for Light Trucks and Sport Utility Vehicles  

DOE Green Energy (OSTI)

Cummins Inc., in partnership with the Department of Energy, has developed technology for a new highly efficient, very low emission, diesel engine for light trucks and sport utility vehicles. This work began in April 1997, and started with very aggressive goals for vehicles in the 5751 to 8500 pound GCW weight class. The primary program goals were as follows: (1) EMISSIONS--NO{sub x} = 0.50 g/mi; PM = 0.05 g/mi; CO = 2.8 g/mi; and NMHC = 0.07 g/mi. California decided to issue new and even tougher LEV II light truck regulations late in 1999. EPA also issued its lower Tier 2 regulations late in 2000. The net result was that the targets for this diesel engine project were lowered, and these goals were eventually modified by the publication of Federal Tier 2 emission standards early in 2000 to the following: NO{sub x} = 0.07 g/mi; and PM = 0.01 g/mi. (2) FUEL ECONOMY--The fuel economy goal was 50 percent MPG improvement (combined city/highway) over the 1997 gasoline powered light truck or sport utility vehicle in the vehicle class for which this diesel engine is being designed to replace. The goal for fuel economy remained at 50 percent MPG improvement, even with the emissions goal revisions. (3) COOPERATIVE DEVELOPMENT--Regular design reviews of the engine program will be conducted with a vehicle manufacturer to insure that the concepts and design specifics are commercially feasible. (DaimlerChrysler has provided Cummins with this design review input.) Cummins has essentially completed a demonstration of proof-of-principle for a diesel engine platform using advanced combustion and fuel system technologies. Cummins reported very early progress in this project, evidence that new diesel engine technology had been developed that demonstrated the feasibility of the above emissions goals. Emissions levels of NOx = 0.4 g/mi and PM = 0.06 g/mi were demonstrated for a 5250 lb. test weight vehicle with passive aftertreatment only. These results were achieved using the full chassis dynamometer FTP-75 test procedure that allowed compliance with the Tier 2 Interim Bin 10 Standards and would apply to vehicles in MY2004 through MY2007 timeframe. In further technology development with active aftertreatment management, Cummins has been able to report that the emissions goals for the Tier 2 Bin 5 standards were met on an engine running the full FTP-75 test procedure. The fuel economy on the chassis tests was measured at over 59 percent MPG improvement over the gasoline engines that are offered in typical SUVs and light trucks. The above demonstration used only in-cylinder fueling for management of the aftertreatment system.

John H. Stang

2005-12-31T23:59:59.000Z

289

Development of Technologies for a High Efficiency, Very Low Emission, Diesel Engine for Light Trucks and Sport Utility Vehicles  

Science Conference Proceedings (OSTI)

Cummins Inc., in partnership with the Department of Energy, has developed technology for a new highly efficient, very low emission, diesel engine for light trucks and sport utility vehicles. This work began in April 1997, and started with very aggressive goals for vehicles in the 5751 to 8500 pound GCW weight class. The primary program goals were as follows: (1) EMISSIONS NOx = 0.50 g/mi PM = 0.05 g/mi CO = 2.8 g/mi NMHC = 0.07 g/mi California decided to issue new and even tougher LEV II light truck regulations late in 1999. EPA also issued its lower Tier 2 regulations late in 2000. The net result was that the targets for this diesel engine project were lowered, and these goals were eventually modified by the publication of Federal Tier 2 emission standards early in 2000 to the following: NOx = 0.07 g/mi PM = 0.01 g/mi (2) FUEL ECONOMY The fuel economy goal was 50 percent MPG improvement (combined city/highway) over the 1997 gasoline powered light truck or sport utility vehicle in the vehicle class for which this diesel engine is being designed to replace. The goal for fuel economy remained at 50 percent MPG improvement, even with the emissions goal revisions. (3) COOPERATIVE DEVELOPMENT Regular design reviews of the engine program will be conducted with a vehicle manufacturer to insure that the concepts and design specifics are commercially feasible. (DaimlerChrysler has provided Cummins with this design review input.) Cummins has essentially completed a demonstration of proof-of-principle for a diesel engine platform using advanced combustion and fuel system technologies. Cummins reported very early progress in this project, evidence that new diesel engine technology had been developed that demonstrated the feasibility of the above emissions goals. Emissions levels of NOx = 0.4 g/mi and PM = 0.06 g/mi were demonstrated for a 5250 lb. test weight vehicle with passive aftertreatment only. These results were achieved using the full chassis dynamometer FTP-75 test procedure that allowed compliance with the Tier 2 Interim Bin 10 Standards and would apply to vehicles in MY2004 through MY2007 timeframe. In further technology development with active aftertreatment management, Cummins has been able to report that the emissions goals for the Tier 2 Bin 5 standards were met on an engine running the full FTP-75 test procedure. The fuel economy on the chassis tests was measured at over 59 percent MPG improvement over the gasoline engines that are offered in typical SUVs and light trucks. The above demonstration used only in-cylinder fueling for management of the aftertreatment system.

Stang, John H.

1997-12-01T23:59:59.000Z

290

Demonstration Project 111, ITS/CVO Technology Truck, Final Project Report  

DOE Green Energy (OSTI)

In 1995, the planning and building processes began to design and develop a mobile demonstration unit that could travel across the nation and be used as an effective outreach tool. In 1997, the unit was completed; and from June 1997 until December 2000, the Federal Highway Administration (FHWA)/Federal Motor Carrier Safety Administration (FMCSA) mobilized the Technology Truck, also known as Demonstration Project No. 111, ''Advanced Motor Carrier Operations and Safety Technologies.'' The project featured the latest available state-of-the-practice intelligent transportation systems (ITS) technologies designed to improve both the efficiency and safety of commercial vehicle operations (CVO). The Technology Truck was designed to inform and educate the motor carrier community and other stakeholders regarding ITS technologies, thus gaining support and buy-in for participation in the ITS program. The primary objective of the project was to demonstrate new and emerging ITS/CVO technologies and programs, showing their impact on motor carrier safety and productivity. In order to meet the objectives of the Technology Truck project, the FHWA/FMCSA formed public/private partnerships with industry and with Oak Ridge National Laboratory to demonstrate and display available ITS/CVO technologies in a cooperative effort. The mobile demonstration unit was showcased at national and regional conferences, symposiums, universities, truck shows and other venues, in an effort to reach as many potential users and decision makers as possible. By the end of the touring phase, the ITS/CVO Technology Truck had been demonstrated in 38 states, 4 Canadian provinces, 88 cities, and 114 events; been toured by 18,099 people; and traveled 115,233 miles. The market penetration for the Technology Truck exceeded 4,000,000, and the website received more than 25,000 hits. In addition to the Truck's visits, the portable ITS/CVO kiosk was demonstrated at 31 events in 23 cites in 15 states.

Gambrell, KP

2002-01-11T23:59:59.000Z

291

Risk analysis for truck transportation of high consequence cargo.  

SciTech Connect

The fixed facilities control everything they can to drive down risk. They control the environment, work processes, work pace and workers. The transportation sector drive the State and US highways with high kinetic energy and less-controllable risks such as: (1) other drivers (beginners, impaired, distracted, etc.); (2) other vehicles (tankers, hazmat, super-heavies); (3) road environments (bridges/tunnels/abutments/construction); and (4) degraded weather.

Waters, Robert David

2010-09-01T23:59:59.000Z

292

Heavy vehicle propulsion system materials program semi-annual progress report for October 1997 through March 1998  

DOE Green Energy (OSTI)

The purpose of the Heavy Vehicle Propulsion System materials Program is the development of materials: ceramics, intermetallics, metal alloys, and metal and ceramic coatings, to support the dieselization of class 1--3 trucks to realize a 35{percent} fuel-economy improvement over current gasoline-fueled trucks and to support commercialization of fuel-flexible LE-55 low-emissions, high-efficiency diesel engines for class 7--8 trucks. The Office of Transportation Technologies, Office of Heavy Vehicle Technologies (OTT OHVT) has an active program to develop the technology for advanced LE-55 diesel engines with 55{percent} efficiency and low emissions levels of 2.0 g/bhp-h NO{sub x} and 0.05 g/bhp-h particulates. The goal is also for the LE-55 engine to run on natural gas with efficiency approaching that of diesel fuel. The LE-55 program is being completed in FY 1997 and, after approximately 10 years of effort, has largely met the program goals of 55{percent} efficiency and low emissions. However, the commercialization of the LE-55 technology requires more durable materials than those that have been used to demonstrate the goals. Heavy Vehicle Propulsion System Materials will, in concert with the heavy-duty diesel engine companies, develop the durable materials required to commercialize the LE-55 technologies.

Johnson, D.R.

1998-06-01T23:59:59.000Z

293

Multiyear Program Plan: Reducing Friction and Wear in Heavy Vehicles  

DOE Green Energy (OSTI)

As described in its multiyear program plan for 1998-2000, the Office of Heavy Vehicle Technologies (OHVT) envisions the development of a fuel-flexible, energy-efficient, near-zero-emissions, heavy-duty U.S. diesel engine technology devolving into all truck classes as a real and viable strategy for reducing energy requirements for commercial transport services and the rapidly growing multipurpose vehicle market (pickups, vans, and sport utility vehicles). Implementation of the OHVT program plan will have significant national benefits in energy savings, cleaner air, more jobs, and increased gross domestic product (GDP). Successful implementation will reduce the petroleum consumption of Class 1-8 trucks by 1.4 million barrels of oil per day by 2020 and over 1.8 million by 2030, amounting to a reduction in highway petroleum consumption of 13.2% and 18.6%, respectively. All types of regulated emissions will be reduced, that is, 20% drop in PM10 emissions (41,000 metric tons per year) by 203 0, 17% reduction in CO2 greenhouse gases (205 million metric tons per year), 7% reduction in NOx, 20% reduction in NMHC, and 30% reduction in CO. An increase of 15,000 jobs by 2020 is expected, as is an increase of $24 billion in GDP. The strategy of OHVT is to focus primarily on the diesel engine since it has numerous advantages. It has the highest efficiency of any engine today, 45% versus 30% for production gasoline engines; and it can be made more efficient at least to 55% and possibly up to 63%. It is the engine of choice for heavy vehicles (trucks), because it offers power, efficiency, durability, and reliability and is used extensively in rail, marine, and off-road applications. Its emission can be ultra-low to near zero, and the production infrastructure is already in place. The primary goals of OHVT are as follows: (1) Develop by 2002 the diesel-engine enabling technologies to support large-scale industry dieselization of light trucks, achieving a 35% fuel efficiency improvement over equivalent gasoline-fueled trucks. (2) Develop by 2004 the enabling technology for a Class 7-8 truck with a fuel efficiency of 10 mpg (at 65 mph) that will meet prevailing emission standards, using either diesel or a liquid alternative fuel. (3) Develop by 2006 diesel engines with fuel flexibility and a thermal efficiency of 55% with liquid alternative fuels, and a thermal efficiency of 55% with dedicated gaseous fuels. (4) Develop a methodology for analyzing and evaluating the operation of a heavy vehicle as an integrated system, considering such factors as engine efficiency; emissions; rolling resistance; aerodynamic drag; friction, wear, and lubrication effects; auxiliary power units; material substitutions for reducing weight; and other sources of parasitic energy losses. Overarching these considerations is the need to preserve system functionality, cost, competitiveness, reliability, durability, and safety.

R.R. Fessler; G.R. Fenske

1999-12-13T23:59:59.000Z

294

Alternative Fuels Data Center: Heavy-Duty Vehicle and Engine...  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

T370 hybrid truck Application: Vocational truck Fuel Type: Hybrid - Diesel Electric Maximum Seating: 2 Hybrid System(s): Eaton - Diesel Electric Hybrid Additional Description:...

295

STATEMENT OF CONSIDERATIONS ADVANCE WAIVER OF PATENT RIGHTS TO MACK TRUCKS, INC. UNDER  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

MACK TRUCKS, INC. UNDER MACK TRUCKS, INC. UNDER NREL SUBCONTRACT NO. ZCI-4-32050, UNDER DOE PRIME CONTRACT NO. DE-AC36-98GO10337 FOR DEVELOPMENT OF THE NEXT GENERATION NATURAL GAS VEHICLE, PHASE II; CH-1182; W(A)-04-012 Mack Trucks, Inc. (Mack) has petitioned for an advance waiver of domestic and foreign patent rights to inventions conceived or first actually reduced to practice under DOE Contract No. NREL-ZCI-4-32050-01. This advance waiver is intended to apply to all subject inventions of Mack's employees and those of its subcontractors, regardless of tier except subcontractors eligible to obtain title pursuant to P.L. 96-517 as amended, and National Laboratories. As brought out in its waiver petition, the long term objective of this contract is to develop one medium duty compressed natural gas (CGN) prototype engine or one hi:avy duty liquified

296

Norcal Prototype LNG Truck Fleet: Final Data Report. Advanced Technology Vehicle Evaluation: Advanced Vehicle Testing Activity  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Data Report Data Report Norcal Prototype LNG Truck Fleet: Final Data Report By Kevin Chandler, Battelle Ken Proc, National Renewable Energy Laboratory February 2005 This report provides detailed data and analyses from the U.S. Department of Energy's evaluation of prototype liquefied natural gas (LNG) waste transfer trucks operated by Norcal Waste Systems, Inc. The final report for this evaluation, published in July 2004, is available from the Alternative Fuels Data Center at www.eere.energy.gov/afdc or by calling the National Alternative Fuels Hotline at 1-800-423-1363. Request Norcal Prototype LNG Truck Fleet: Final Results, document number DOE/GO-102004-1920. i NOTICE This report was prepared as an account of work sponsored by an agency of the United States

297

Fuel and emission impacts of heavy hybrid vehicles.  

DOE Green Energy (OSTI)

Hybrid powertrains for certain heavy vehicles may improve fuel economy and reduce emissions. Of particular interest are commercial vehicles, typically in Classes 3-6, that travel in urban areas. Hybrid strategies and associated energy/emissions benefits for these classes of vehicles could be significantly different from those for passenger cars. A preliminary analysis has been conducted to investigate the energy and emissions performance of Class 3 and 6 medium-duty trucks and Class 6 school buses under eight different test cycles. Three elements are associated with this analysis: (1) establish baseline fuel consumption and emission scenario's from selected, representative baseline vehicles and driving schedules; (2) identify sources of energy inefficiency from baseline technology vehicles; and (3) assess maximum and practical potentials for energy savings and emissions reductions associated with heavy vehicle hybridization under real-world driving conditions. Our analysis excludes efficiency gains associated with such other measures as vehicle weight reduction and air resistance reduction, because such measures would also benefit conventional technology vehicles. Our research indicates that fuel economy and emission benefits of hybridization can be very sensitive to different test cycles. We conclude that, on the basis of present-day technology, the potential fuel economy gains average about 60-75% for Class 3 medium-duty trucks and 35% for Class 6 school buses. The fuel economy gains can be higher in the future, as hybrid technology continues to improve. The practical emissions reduction potentials associated with vehicle hybridization are significant as well.

An, F.; Eberhardt, J. J.; Stodolsky, F.

1999-03-02T23:59:59.000Z

298

STATE-OF-THE-ART AND EMERGING TRUCK ENGINE TECHNOLOGIES FOR OPTIMIZED PERFORMANCE, EMISSIONS AND LIFE CYCLE COSTS  

DOE Green Energy (OSTI)

The challenge for truck engine product engineering is not only to fulfill increasingly stringent emission requirements, but also to improve the engine's economical viability in its role as the backbone of our global economy. While societal impact and therefore emission limit values are to be reduced in big steps, continuous improvement is not enough but technological quantum leaps are necessary. The introduction and refinement of electronic control of all major engine systems has already been a quantum leap forward. Maximizing the benefits of these technologies to customers and society requires full use of parameter optimization and other enabling technologies. The next big step forward will be widespread use of exhaust aftertreatment on all transportation related diesel engines. While exhaust gas aftertreatment has been successfully established on gasoline (Otto cycle) engines, the introduction of exhaust aftertreatment especially for heavy-duty diesel engines will be much mo re demanding. Implementing exhaust gas aftertreatment into commercial vehicle applications is a challenging task but the emission requirements to be met starting in Europe, the USA and Japan in the 2005-2007 timeframe require this step. The engine industry will be able to implement the new technology if all stakeholders support the necessary decisions. One decision has already been taken: the reduction of sulfur in diesel fuel being comparable with the elimination of lead in gasoline as a prerequisite for the three-way catalyst. Now we have the chance to optimize ecology and economy of the Diesel engine simultaneously by taking the decision to provide an additional infrastructure for a NOx reduction agent needed for the introduction of the Selective Catalytic Reduction (SCR) technology that is already implemented in the electric power generation industry. This requires some effort, but the resulting societal benefits, fuel economy and vehicle life cycle costs are significantly better when compared to other competitive technologies. After long discussions this decision for SCR has been made in Europe and is supported by all truck and engine manufacturers. The necessary logistic support will be in place when it will be needed commercially in 2005. For the US the decision has to be taken this year in order to have the infrastructure available in 2007. It will enable the global engine industry to focus their R & D resources in one direction not only for 2007, but for the years beyond 2010 with the best benefit for the environment, the customers and the industry.

Schittler, M

2003-08-24T23:59:59.000Z

299

U.S. DRIVE Highlights of Technical Accomplishments 2011: Super Duty Diesel Truck with NOx Aftertreatment  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

2011 U.S. DRIVE Highlight Advanced Combustion and Emission Control 2011 Super Duty Diesel Truck with NO x Aftertreatment Diesel engine aftertreatment: Minimizing NO x emissions with SCR. Ford's 2011 Super Duty diesel truck-which utilizes aftertreatment technology jointly developed by Ford and the U.S. Department of Energy (DOE)-deliv- ered a multitude of firsts for the company. It was the first Ford diesel engine developed entirely in-house, the first to operate on B20 (a blend of 20% biofuel, 80% petroleum diesel), and the first to comply with

300

April 2002 Working Group Meeting on Heavy Vehicle Aerodynamic Drag: Presentations and Summary of Comments and Conclusions  

DOE Green Energy (OSTI)

A Working Group Meeting on Heavy Vehicle Aerodynamic Drag was held at Lawrence Livermore National Laboratory on April 3 and 4, 2002. The purpose of the meeting was to present and discuss technical details on the experimental and computational work in progress and future project plans. Representatives from the Department of Energy (DOE) Office of Transportation Technology Office of Heavy Vehicle Technology (OHVT), Lawrence Livermore National Laboratory (LLNL), Sandia National Laboratories (SNL), NASA Ames Research Center, University of Southern California (USC), and California Institute of Technology (Caltech), Georgia Tech Research Institute (GTRI), and Argonne National Laboratory (ANL), Volvo Trucks, and Freightliner Trucks presented and participated in discussions. This report contains the technical presentations (viewgraphs) delivered at the Meeting, briefly summarizes the comments and conclusions, and outlines the future action items.

Salari, K; Dunn, T; Ortega, J; Yen-Nakafuji, D; Browand, F; Arcas, D; Jammache, M; Leoard, A; Chatelain, P; Rubel, M; Rutledge, W; McWherter-Payne, M; Roy, Ca; Ross, J; Satran, D; Heineck, J T; Storms, B; Pointer, D; Sofu, T; Weber, D; Chu, E; Hancock, P; Bundy, B; Englar, B

2002-08-22T23:59:59.000Z

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


301

HEAVY-ION RADIOGRAPHY AND HEAVY-ION COMPUTED TOMOGRAPHY  

E-Print Network (OSTI)

In: Biological and Medical Research with Accelerated Heavyeds. Biological and Medical Research with Accelerated HeavyIn: Biological and Medical Research with Accelerated Heavy

Fabrikant, J.I.

2010-01-01T23:59:59.000Z

302

Open Issues  

NLE Websites -- All DOE Office Websites (Extended Search)

Open Issues Open Issues Open Issues "error while loading shared libraries: libalpslli.so.0" with serial codes on login nodes December 13, 2013 by Helen He | 0 Comments Symptom: Dynamic executables built with compiler wrappers running directly on the external login nodes are getting the following error message: 0 comments | Read the full post Resolved: Running jobs error: "inet_arp_address_lookup" September 22, 2013 by Helen He | 0 Comments Symptom: After the Hopper August 14 maintenance, users reporting get the error message similar as follows occassionaly: 0 comments | Read the full post Resolved: qstat -a does not show correct hours in elpsed time for running jobs July 12, 2013 by Helen He | 0 Comments Sympton: After the Torque/Moab upgrade on 6/19, the elapsed run time display from

303

Transportation Issues  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Issues Issues and Resolutions - Compilation of Laboratory Transportation Work Package Reports Prepared for U.S. Department of Energy Used Fuel Disposition Campaign Compiled by Paul McConnell Sandia National Laboratories September 30, 2012 FCRD-UFD-2012-000342 Transportation Issues and Resolutions ii September 2012 Sandia National Laboratories is a multi-program laboratory managed and operated by Sandia Corporation, a wholly owned subsidiary of Lockheed Martin Corporation, for the U.S. Department of Energy's National Nuclear Security Administration under contract DE-AC04-94AL85000. DISCLAIMER This information was prepared as an account of work sponsored by an agency of the U.S. Government. Neither the U.S. Government nor any

304

Open Issues  

NLE Websites -- All DOE Office Websites (Extended Search)

Open Issues Open Issues Open Issues [PATCHED] python/2.7.4 gzip package fails September 24, 2013 by Doug Jacobsen | 0 Comments The modules version of python (python/2.7.4) had a bug in the default gzip python package. This was due to problems introduced in python 2.7.4 and fixed in python 2.7.5. Receiving a TypeError or structError upon opening and reading a gzip'ped file were the phenotypes of this bug. This has been corrected by installing the python 2.7.5 version of gzip.py into our python distribution. 0 comments | Read the full post [FIXED] JGI data loss in /projectb/sandbox area [purge] August 19, 2013 by Kjiersten Fagnan | 0 Comments We have discovered a serious bug in our purge scripts on /global/projectb. The */global/projectb/sandbox* areas are supposed to be immune from the

305

Interconnect Issues  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Interconnect Issues in NE Serge Khalife, 15 th April 2010 Agenda ï‚® About National Grid and Service territories ï‚® Scope and definitions ï‚® Interconnection Process Overview ï‚® Time Frames and Fees ï‚® Governmental Entity Exceptions ï‚® Net Metering Limit ï‚® Technical Issues ï‚® Observations and recommendations ï‚® Questions and Answers Service Territories Map Scope and definitions ï‚® The Distributed Generation Group at National Grid process interconnection applications on the distribution system typically 10 MW and under with a few exceptions. ï‚® ISO-NE process larger interconnection applications on the transmission system. Their timelines and procedures vary from National Grid's Distributed Generation process. ï‚® Governmental Entity : The Commonwealth of Massachusetts, or any

306

GPRS Based Remote Monitoring and Controlling System for Oil Delivery Truck  

Science Conference Proceedings (OSTI)

In the oil retail market, to participate into the whole oil sale process is an urgent demand for oil retail company. As a respond to this situation, a GPRS based remote monitoring and controlling system for oil delivery truck is proposed in this paper. ... Keywords: GPRS, oil delivery, ATmega16

Yang Jia-zhi; Shen Xian-hao

2010-10-01T23:59:59.000Z

307

Electric Lift Truck Fast Charge Demonstration at the Port of Galveston, Texas  

Science Conference Proceedings (OSTI)

A recent review of cargo handling equipment at the Port of Galveston determined that changes needed to be made in order to improve air quality through reduced emissions, while at the same time enhancing efficiencies and realizing cost reductions. This demonstration showed that electric lift trucks using fast charging are a viable way to meet these goals.

2007-07-06T23:59:59.000Z

308

CoolCalc: A Long-Haul Truck Thermal Load Estimation Tool: Preprint  

DOE Green Energy (OSTI)

In the United States, intercity long-haul trucks idle approximately 1,800 hrs annually for sleeper cab hotel loads, consuming 838 million gallons of diesel fuel per year. The objective of the CoolCab project is to work closely with industry to design efficient thermal management systems for long-haul trucks that keep the cab comfortable with minimized engine idling. Truck engine idling is primarily done to heat or cool the cab/sleeper, keep the fuel warm in cold weather, and keep the engine warm for cold temperature startup. Reducing the thermal load on the cab/sleeper will decrease air conditioning system requirements, improve efficiency, and help reduce fuel use. CoolCalc is an easy-to-use, simplified, physics-based HVAC load estimation tool that requires no meshing, has flexible geometry, excludes unnecessary detail, and is less time-intensive than more detailed computer-aided engineering modeling approaches. It is intended for rapid trade-off studies, technology impact estimation, and preliminary HVAC sizing design and to complement more detailed and expensive CAE tools by exploring and identifying regions of interest in the design space. This paper describes the CoolCalc tool, provides outdoor long-haul truck thermal testing results, shows validation using these test results, and discusses future applications of the tool.

Lustbader, J. A.; Rugh, J. P.; Rister, B. R.; Venson, T. S.

2011-05-01T23:59:59.000Z

309

Decomposition of a complex fuzzy controller for the truck-and-trailer reverse parking problem  

Science Conference Proceedings (OSTI)

The use of fuzzy logic has, in the last twenty years, become standard practice in the field of control. The reason lies in the fuzzy logic's ability to relatively quickly transfer uncertain experience and knowledge about the observed object's behaviour ... Keywords: Decomposition, Fuzzy control, Fuzzy systems, Hierarchical fuzzy controller, Truck-and-trailer parking

Nikolaj Zimic; Miha Mraz

2006-03-01T23:59:59.000Z

310

Analysis of Technology Options to Reduce the Fuel Consumption of Idling Trucks  

SciTech Connect

Long-haul trucks idling overnight consume more than 838 million gallons (20 million barrels) of fuel annually. Idling also emits pollutants. Truck drivers idle their engines primarily to (1) heat or cool the cab and/or sleeper, (2) keep the fuel warm in winter, and (3) keep the engine warm in the winter so that the engine is easier to start. Alternatives to overnight idling could save much of this fuel, reduce emissions, and cut operating costs. Several fuel-efficient alternatives to idling are available to provide heating and cooling: (1) direct-fired heater for cab/sleeper heating, with or without storage cooling; (2) auxiliary power units; and (3) truck stop electrification. Many of these technologies have drawbacks that limit market acceptance. Options that supply electricity are economically viable for trucks that are idled for 1,000-3,000 or more hours a year, while heater units could be used across the board. Payback times for fleets, which would receive quantity discounts on the prices, would be somewhat shorter.

F. Stodolsky; L. Gaines; A. Vyas

2000-06-01T23:59:59.000Z

311

Design/Operations review of core sampling trucks and associated equipment  

SciTech Connect

A systematic review of the design and operations of the core sampling trucks was commissioned by Characterization Equipment Engineering of the Westinghouse Hanford Company in October 1995. The review team reviewed the design documents, specifications, operating procedure, training manuals and safety analysis reports. The review process, findings and corrective actions are summarized in this supporting document.

Shrivastava, H.P.

1996-03-11T23:59:59.000Z

312

Detroit Diesel Engine Technology for Light Duty Truck Applications - DELTA Engine Update  

DOE Green Energy (OSTI)

The early generation of the DELTA engine has been thoroughly tested and characterized in the virtual lab, during engine dynamometer testing, and on light duty trucks for personal transportation. This paper provides an up-to-date account of program findings. Further, the next generation engine design and future program plans will be briefly presented.

Freese, Charlie

2000-08-20T23:59:59.000Z

313

Operability test report for core sample truck {number_sign}1 flammable gas modifications  

SciTech Connect

This report primarily consists of the original test procedure used for the Operability Testing of the flammable gas modifications to Core Sample Truck No. One. Included are exceptions, resolutions, comments, and test results. This report consists of the original, completed, test procedure used for the Operability Testing of the flammable gas modifications to the Push Mode Core Sample Truck No. 1. Prior to the Acceptance/Operability test the truck No. 1 operations procedure (TO-080-503) was revised to be more consistent with the other core sample truck procedures and to include operational steps/instructions for the SR weather cover pressurization system. A draft copy of the operations procedure was used to perform the Operability Test Procedure (OTP). A Document Acceptance Review Form is included with this report (last page) indicating the draft status of the operations procedure during the OTP. During the OTP 11 test exceptions were encountered. Of these exceptions four were determined to affect Acceptance Criteria as listed in the OTP, Section 4.7 ACCEPTANCE CRITERIA.

Akers, J.C.

1997-09-15T23:59:59.000Z

314

Application of landfill gas as a liquefied natural gas fuel for refuse trucks in Texas  

E-Print Network (OSTI)

The energy consumption throughout the world has increased substantially over the past few years and the trend is projected to continue indefinitely. The primary sources of energy are conventional fuels such as oil, natural gas and coal. The most apparent negative impacts of these conventional fuels are global warming, poor air-quality, and adverse health effects. Considering these negative impacts, it is necessary to develop and use non-conventional sources of energy. Landfill gas (LFG) generated at landfills can serve as a source of cleaner energy. LFG has substantial energy generation potential and, if cleaned of certain impurities, can be used for several applications such as electricity generation and conversion to high Btu gas. This thesis considers another application of LFG, which consists of using it as a vehicular fuel for refuse trucks. Currently, limited research has been performed on the development of such a methodology to evaluate the application of LFG as a vehicular fuel for refuse truck operations. The purpose of this thesis is to develop a methodology that can be used to evaluate the use of LFG generated at landfills as a Liquefied Natural Gas (LNG) fuel source for refuse trucks in Texas. The methodology simulates the gas generation process at a landfill by using standard models developed by the Environmental Protection Agency. The operations of a refuse truck fleet are replicated by using generic drive cycles developed as part of this research. The economic feasibility is evaluated by estimating the costs required for cleaning the LFG and converting the truck fleet from diesel to LNG as well as quantifying the benefits obtained due to change in fuel consumption and emission generation by the refuse trucks. The methodology was applied to a potential landfill in Texas. The results show that the methodology offers an innovative tool that allows the stakeholders to evaluate the economic feasibility of using LFG for refuse truck operations. The methodology also provides a flexible framework wherein each component can be changed or tailored to meet the specific needs of the stakeholders.

Gokhale, Bhushan

2006-12-01T23:59:59.000Z

315

Issue Date  

E-Print Network (OSTI)

Report on Financial Statements and Federal Single Audit Please find attached our report on the City of Issaquah’s financial statements and compliance with federal laws and regulations. We are issuing this report in order to provide information on the City’s financial condition.

Brian Sonntag; City Council; City Of Issaquah; Brian Sonntag Cgfm

2010-01-01T23:59:59.000Z

316

Alternative Fuels Data Center: Heavy-Duty Vehicle and Engine...  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Freightliner - M2 106 Hybrid Applications: Tractor, Vocational truck Fuel Type: Hybrid - Diesel Electric...

317

Block Heavy Hitters  

E-Print Network (OSTI)

e study a natural generalization of the heavy hitters problem in thestreaming context. We term this generalization *block heavy hitters* and define it as follows. We are to stream over a matrix$A$, and report all *rows* ...

Andoni, Alexandr

2008-05-02T23:59:59.000Z

318

President Issues  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

President Issues President Issues Executive Order on Alternative Fuels On December 13, 1996, President Clinton signed Exec- utive Order 13031, which calls on each Federal agency to develop and implement ways to meet the alternative fuel vehicle (AFV) acquisition requirements of the Energy Policy Act (EPAct) of 1992. The executive order requires each agency to submit detailed reports within 60 days of the signing of the order to the Office of Management and Budget detailing its compliance with the EPAct sections regarding AFVs. Annual reports of the same nature must follow. "Our organization will care- fully track AFV acquisitions by the Federal agencies," said Phil Lampert, project coordinator at the National Ethanol Vehicle Coalition. "If the states can operate all these

319

Scenario analysis of hybrid class 3-7 heavy vehicles.  

DOE Green Energy (OSTI)

The effects of hybridization on heavy-duty vehicles are not well understood. Heavy vehicles represent a broader range of applications than light-duty vehicles, resulting in a wide variety of chassis and engine combinations, as well as diverse driving conditions. Thus, the strategies, incremental costs, and energy/emission benefits associated with hybridizing heavy vehicles could differ significantly from those for passenger cars. Using a modal energy and emissions model, they quantify the potential energy savings of hybridizing commercial Class 3-7 heavy vehicles, analyze hybrid configuration scenarios, and estimate the associated investment cost and payback time. From the analysis, they conclude that (1) hybridization can significantly reduce energy consumption of Class 3-7 heavy vehicles under urban driving conditions; (2) the grid-independent, conventional vehicle (CV)-like hybrid is more cost-effective than the grid-dependent, electric vehicle (EV)-like hybrid, and the parallel configuration is more cost-effective than the series configuration; (3) for CV-like hybridization, the on-board engine can be significantly downsized, with a gasoline or diesel engine used for SUVs perhaps being a good candidate for an on-board engine; (4) over the long term, the incremental cost of a CV-like, parallel-configured Class 3-4 hybrid heavy vehicle is about %5,800 in the year 2005 and $3,000 in 2020, while for a Class 6-7 truck, it is about $7,100 in 2005 and $3,300 in 2020; and (5) investment payback time, which depends on the specific type and application of the vehicle, averages about 6 years under urban driving conditions in 2005 and 2--3 years in 2020.

An, F.; Stodolsky, F.; Vyas, A.; Cuenca, R.; Eberhardt, J. J.

1999-12-23T23:59:59.000Z

320

Hybrid 320 Ton Off Highway Haul Truck: Quarterly Technical Status Report 7, DOE/AL68080-TSR07  

DOE Green Energy (OSTI)

Analysis and results show hybrid system weight and efficiency affect productivity and fuel usage. Analysis shows equivalent hybrid benefits for adjacent size classes of mine truck. Preparations are ongoing for full power test. The battery cycling test protocol was modified.

Lembit Salasoo

2004-08-25T23:59:59.000Z

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


321

Heavy Vehicle Essential Power Systems Workshop  

DOE Green Energy (OSTI)

Essential power is a crosscutting technology area that addresses the efficient and practical management of electrical and thermal requirements on trucks. Essential Power Systems: any function on the truck, that is not currently involved in moving the truck, and requires electrical or mechanical energy; Truck Lights; Hotel Loads (HVAC, computers, appliances, lighting, entertainment systems); Pumps, starter, compressor, fans, trailer refrigeration; Engine and fuel heating; and Operation of power lifts and pumps for bulk fluid transfer. Transition from ''belt and gear driven'' to auxiliary power generation of electricity - ''Truck Electrification'' 42 volts, DC and/ or AC; All electrically driven auxiliaries; Power on demand - manage electrical loads; Benefits include: increased fuel efficiency, reduced emission both when truck is idling and moving down the road.

Susan Rogers

2001-12-12T23:59:59.000Z

322

Heavy Vehicle Essential Power Systems Workshop  

SciTech Connect

Essential power is a crosscutting technology area that addresses the efficient and practical management of electrical and thermal requirements on trucks. Essential Power Systems: any function on the truck, that is not currently involved in moving the truck, and requires electrical or mechanical energy; Truck Lights; Hotel Loads (HVAC, computers, appliances, lighting, entertainment systems); Pumps, starter, compressor, fans, trailer refrigeration; Engine and fuel heating; and Operation of power lifts and pumps for bulk fluid transfer. Transition from ''belt and gear driven'' to auxiliary power generation of electricity - ''Truck Electrification'' 42 volts, DC and/ or AC; All electrically driven auxiliaries; Power on demand - manage electrical loads; Benefits include: increased fuel efficiency, reduced emission both when truck is idling and moving down the road.

Susan Rogers

2001-12-12T23:59:59.000Z

323

Assessment of the risk of transporting propane by truck and train  

SciTech Connect

The risk of shipping propane is discussed and the risk assessment methodology is summarized. The risk assessment model has been constructed as a series of separate analysis steps to allow the risk to be readily reevaluated as additional data becomes available or as postulated system characteristics change. The transportation system and accident environment, the responses of the shipping system to forces in transportation accidents, and release sequences are evaluated to determine both the likelihood and possible consequences of a release. Supportive data and analyses are given in the appendices. The risk assessment results are related to the year 1985 to allow a comparison with other reports in this series. Based on the information presented, accidents involving tank truck shipments of propane will be expected to occur at a rate of 320 every year; accidents involving bobtails would be expected at a rate of 250 every year. Train accidents involving propane shipments would be expected to occur at a rate of about 60 every year. A release of any amount of material from propane trucks, under both normal transportation and transport accident conditions, is to be expected at a rate of about 110 per year. Releases from propane rail tank cars would occur about 40 times a year. However, only those releases that occur during a transportation accident or involve a major tank defect will include sufficient propane to present the potential for danger to the public. These significant releases can be expected at the lower rate of about fourteen events per year for truck transport and about one event every two years for rail tank car transport. The estimated number of public fatalities resulting from these significant releases in 1985 is fifteen. About eleven fatalities per year result from tank truck operation, and approximately half a death per year stems from the movement of propane in rail tank cars.

Geffen, C.A.

1980-03-01T23:59:59.000Z

324

The relationship between truck accidents and geometric design of road sections: Poisson versus negative binomial regressions  

SciTech Connect

This paper evaluates the performance of Poisson and negative binomial (NB) regression models in establishing the relationship between truck accidents and geometric design of road sections. Three types of models are considered. Poisson regression, zero-inflated Poisson (ZIP) regression, and NB regression. Maximum likelihood (ML) method is used to estimate the unknown parameters of these models. Two other feasible estimators for estimating the dispersion parameter in the NB regression model are also examined: a moment estimator and a regression-based estimator. These models and estimators are evaluated based on their (1) estimated regression parameters, (2) overall goodness-of-fit, (3) estimated relative frequency of truck accident involvements across road sections, (4) sensitivity to the inclusion of short mad sections, and (5) estimated total number of truck accident involvements. Data from the highway Safety Information System (HSIS) are employed to examine the performance of these models in developing such relationships. The evaluation results suggest that the NB regression model estimated using the moment and regression-based methods should be used with caution. Also, under the ML method, the estimated regression parameters from all three models are quite consistent and no particular model outperforms the other two models in terms of the estimated relative frequencies of truck accident involvements across road sections. It is recommended that the Poisson regression model be used as an initial model for developing the relationship. If the overdispersion of accident data is found to be moderate or high, both the NB and ZIP regression model could be explored. Overall, the ZIP regression model appears to be a serious candidate model when data exhibit excess zeros due, e.g., to underreporting.

Miaou, Shaw-Pin

1993-07-01T23:59:59.000Z

325

Assessment of the risk of transporting spent nuclear fuel by truck  

SciTech Connect

The assessment includes the risks from release of spent fuel materials and radioactive cask cavity cooling water due to transportation accidents. The contribution to the risk of package misclosure and degradation during normal transport was also considered. The results of the risk assessment have been related to a time in the mid-1980's, when it is projected that nuclear plants with an electrical generating capacity of 100 GW will be operating in the U.S. For shipments from reactors to interim storage facilities, it is estimated that a truck carrying spent fuel will be involved in an accident that would not be severe enough to result in a release of spent fuel material about once in 1.1 years. It was estimated that an accident that could result in a small release of radioactive material (primarily contaminated cooling water) would occur once in about 40 years. The frequency of an accident resulting in one or more latent cancer fatalities from release of radioactive materials during a truck shipment of spent fuel to interim storage was estimated to be once in 41,000 years. No accidents were found that would result in acute fatalities from releases of radioactive material. The risk for spent fuel shipments from reactors to reprocessing plants was found to be about 20% less than the risk for shipments to interim storage. Although the average shipment distance for the reprocessing case is larger, the risk is somewhat lower because the shipping routes, on average, are through less populated sections of the country. The total risk from transporting 180-day cooled spent fuel by truck in the reference year is 4.5 x 10/sup -5/ fatalities. An individual in the population at risk would have one chance in 6 x 10/sup 11/ of suffering a latent cancer fatality from a release of radioactive material from a truck carrying spent fuel in the reference year. (DLC)

Elder, H.K.

1978-11-01T23:59:59.000Z

326

Reduced energy consumption by massive thermoelectric waste heat recovery in light duty trucks  

Science Conference Proceedings (OSTI)

The main objective of the EC funded HEATRECAR project is to reduce the energy consumption and curb CO2 emissions of vehicles by massively harvesting electrical energy from the exhaust system and re-use this energy to supply electrical components within the vehicle or to feed the power train of hybrid electrical vehicles. HEATRECAR is targeting light duty trucks and focuses on the development and the optimization of a Thermo Electric Generator (TEG) including heat exchanger

D. Magnetto; G. Vidiella

2012-01-01T23:59:59.000Z

327

Heavy-Duty Waste Hauler with Chemically Correct Natural Gas Engine Diluted with EGR and Using a Three-Way Catalyst: Final Report, 24 February 2004 -- 23 February 2006  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Heavy-Duty Waste Hauler with Heavy-Duty Waste Hauler with Chemically Correct Natural Gas Engine Diluted with EGR and Using a Three-Way Catalyst Final Report February 24, 2004 - February 23, 2006 T. Reppert Mack Trucks, Inc. Allentown, Pennsylvania J. Chiu Southwest Research Institute San Antonio, Texas Subcontract Report NREL/SR-540-38222 September 2005 Heavy-Duty Waste Hauler with Chemically Correct Natural Gas Engine Diluted with EGR and Using a Three-Way Catalyst Final Report February 24, 2004 - February 23, 2006 T. Reppert Mack Trucks, Inc. Allentown, Pennsylvania J. Chiu Southwest Research Institute San Antonio, Texas NREL Technical Monitor: R. Parish Prepared under Subcontract No. ZCI-4-32049-01 Subcontract Report NREL/SR-540-38222 September 2005 National Renewable Energy Laboratory

328

Open Issues  

NLE Websites -- All DOE Office Websites (Extended Search)

"Unable to open kgni version file /sys/class/gemini/kgni0/version" error "Unable to open kgni version file /sys/class/gemini/kgni0/version" error April 13, 2011 by Helen He | 0 Comments Symptom: Dynamic executables built with compiler wrappers running directly on the external login nodes are getting the following error message: 0 comments | Read the full post Resolved -- Default version not shown in "module avail module_name" command April 13, 2011 by Helen He | 0 Comments Symptom: The default software version is not shown when "module avail module_name" is issued. For example: 0 comments | Read the full post Job dependencies do not work as expected. Require additional string in job name April 8, 2011 by Katie Antypas | 0 Comments Symptom: submitting jobs which depend on other jobs does not work. 0 comments | Read the full post

329

Vehicle technologies heavy vehicle program : FY 2008 benefits analysis, methodology and results --- final report.  

SciTech Connect

This report describes the approach to estimating the benefits and analysis results for the Heavy Vehicle Technologies activities of the Vehicle Technologies (VT) Program of EERE. The scope of the effort includes: (1) Characterizing baseline and advanced technology vehicles for Class 3-6 and Class 7 and 8 trucks, (2) Identifying technology goals associated with the DOE EERE programs, (3) Estimating the market potential of technologies that improve fuel efficiency and/or use alternative fuels, and (4) Determining the petroleum and greenhouse gas emissions reductions associated with the advanced technologies. In FY 08 the Heavy Vehicles program continued its involvement with various sources of energy loss as compared to focusing more narrowly on engine efficiency and alternative fuels. These changes are the result of a planning effort that first occurred during FY 04 and was updated in the past year. (Ref. 1) This narrative describes characteristics of the heavy truck market as they relate to the analysis, a description of the analysis methodology (including a discussion of the models used to estimate market potential and benefits), and a presentation of the benefits estimated as a result of the adoption of the advanced technologies. The market penetrations are used as part of the EERE-wide integrated analysis to provide final benefit estimates reported in the FY08 Budget Request. The energy savings models are utilized by the VT program for internal project management purposes.

Singh, M.; Energy Systems; TA Engineering

2008-02-29T23:59:59.000Z

330

Application of Sleeper Cab Thermal Management Technologies to Reduce Idle Climate Control Loads in Long-Haul Trucks  

DOE Green Energy (OSTI)

Each intercity long-haul truck in the U.S. idles approximately 1,800 hrs per year, primarily for sleeper cab hotel loads. Including workday idling, over 2 billion gallons of fuel are used annually for truck idling. NREL's CoolCab project works closely with industry to design efficient thermal management systems for long-haul trucks that keep the cab comfortable with minimized engine idling and fuel use. The impact of thermal load reduction technologies on idle reduction systems were characterized by conducting thermal soak tests, overall heat transfer tests, and 10-hour rest period A/C tests. Technologies evaluated include advanced insulation packages, a solar reflective film applied to the vehicle's opaque exterior surfaces, a truck featuring both film and insulation, and a battery-powered A/C system. Opportunities were identified to reduce heating and cooling loads for long-haul truck idling by 36% and 34%, respectively, which yielded a 23% reduction in battery pack capacity of the idle-reduction system. Data were also collected for development and validation of a CoolCalc HVAC truck cab model. CoolCalc is an easy-to-use, simplified, physics-based HVAC load estimation tool that requires no meshing, has flexible geometry, excludes unnecessary detail, and is less time-intensive than more detailed computer-aided engineering modeling approaches.

Lustbader, J. A.; Venson, T.; Adelman, S.; Dehart, C.; Yeakel, S.; Castillo, M. S.

2012-10-01T23:59:59.000Z

331

Electric Boosting System for Light Truck/SUV Application  

DOE Green Energy (OSTI)

Turbo diesel engine use in passenger cars in Europe has resulted in 30-50% improvement in fuel economy. Diesel engine application is particularly suitable for US because of vehicle size and duty cycle patterns. Adopting this technology for use in the US presents two issues--emissions and driveability. Emissions reduction technology is being well addressed with advanced turbocharging, fuel injection and catalytic aftertreatment systems. One way to address driveability is to eliminate turbo lag and increase low speed torque. Electrically assisted turbocharging concepts incorporated in e-TurboTM designs do both. The purpose of this project is to design and develop an electrically assisted turbocharger, e-TurboTM, for diesel engine use in the US. In this report, early design and development of electrical assist technology is described together with issues and potential benefits. In this early phase a mathematical model was developed and verified. The model was used in a sensitivity study. The results of the sensitivity study together with the design and test of first generation hardware was fed into second generation designs. In order to fully realize the benefits of electrical assist technology it was necessary to expand the scope of work to include technology on the compressor side as well as electronic controls concepts. The results of the expanded scope of work are also reported here. In the first instance, designs and hardware were developed for a small engine to quantify and demonstrate benefits. The turbo size was such that it could be applied in a bi-turbo configuration to an SUV sized V engine. Mathematical simulation was used to quantify the possible benefits in an SUV application. It is shown that low speed torque can be increased to get the high performance expected in US, automatic transmission vehicles. It is also shown that e-TurboTM can be used to generate modest amounts of electrical power and supplement the alternator under most load-speed conditions. It is shown that a single (large) e-TurboTM consumes slightly less electrical power for the same steady state torque shaping than a bi-Turbo configuration. However, the transient response of a bi-Turbo configuration in slightly better. It was shown that in order to make full use of additional capabilities of e-TurboTM wide compressor flow range is required. Variable geometry compressor (VGC) technology developed under a separate project was evaluated for incorporation into e-TurboTM designs. It was shown that the combination of these two technologies enables very high torque at low engine speeds. Designs and hardware combining VGC and e-TurboTM are to be developed in a future project. There is concern about high power demands (even though momentary) of e-TurboTM. Reducing the inertia of the turbocharger can reduce power demand and increase battery life. Low inertia turbocharger technology called IBT developed under a separate project was evaluated for synergy with e-TurboTM designs. It was concluded that inertial reduction provided by IBT is very beneficial for e-TurboTM. Designs and hardware combining IBT and e-TurboTM are to be developed in a future project. e-TurboTM provides several additional flexibilities including exhaust gas recirculation (EGR) for emissions reduction with minimum fuel economy penalty and exhaust temperature control for aftertreatment. In integrated multi-parameter control system is needed to realize the full potential of e-TurboTM performance. Honeywell expertise in process control systems involving hundreds of sensors and actuators was applied to demonstrate the potential benefits of multi-parameter, model based control systems.

Steve Arnold, Craig Balis, Pierre Barthelet, Etienne Poix, Tariq Samad, Greg Hampson, S.M. Shahed

2005-06-22T23:59:59.000Z

332

Special Issue for the 9th International Conference on Carbonaceous Particles in the Atmosphere  

SciTech Connect

Carbonaceous particles are a minor constituent of the atmosphere but have a profound effect on air quality, human health, visibility and climate. The importance of carbonaceous particles has been increasingly recognized and become a mainstream topic at numerous conferences. Such was not the case in 1978, when the 1st International Conference on Carbonaceous Particles in the Atmosphere (ICCPA), or ''Carbon Conference'' as it is widely known, was introduced as a new forum to bring together scientists who were just beginning to reveal the importance and complexity of carbonaceous particles in the environment. Table 1 lists the conference dates, venues in the series as well as the proceedings, and special issues resulting form the meetings. Penner and Novakov (Penner and Novakov, 1996) provide an excellent historical perspective to the early ICCPA Conferences. Thirty years later, the ninth in this conference series was held at its inception site, Berkeley, California, attended by 160 scientists from 31 countries, and featuring both new and old themes in 49 oral and 83 poster presentations. Topics covered such areas as historical trends in black carbon aerosol, ambient concentrations, analytic techniques, secondary aerosol formation, biogenic, biomass, and HULIS1 characterization, optical properties, and regional and global climate effects. The conference website, http://iccpa.lbl.gov/, holds the agenda, as well as many presentations, for the 9th ICCPA. The 10th ICCPA is tentatively scheduled for 2011 in Vienna, Austria. The papers in this issue are representative of several of the themes discussed in the conference. Ban-Weiss et al., (Ban-Weiss et al., accepted) measured the abundance of ultrafine particles in a traffic tunnel and found that heavy duty diesel trucks emit at least an order of magnitude more ultrafine particles than light duty gas-powered vehicles per unit of fuel burned. Understanding of this issue is important as ultrafine particles have been shown to adversely affect human health (Lighty et al., 2000; Pope and Dockery, 2006). Gan et al. (Gan et al., accepted) examined the indoor air quality aboard submarines and found that the diesel particulate matter concentrations exceeded the EPA 24 hour standard. Claeys et al. (Claeys et al., accepted) studied the importance and sources of secondary organic aerosol (SOA) in remote marine environment during a period of high biological activity. Methanesulphonate was the major SOA compound detected and there was no evidence for SOA from isoprene. The optical properties of gasoline and diesel vehicle particulate emissions and their relative contribution to radiative forcing was studied by Strawa et al. (Strawa et al., accepted).

Strawa, A.W.; Kirchstetter, T.W.; Puxbaum, H.

2009-12-11T23:59:59.000Z

333

Assessing Potential Exposure from Truck Transport of Low-level Radioactive Waste to the Nevada Test Site  

SciTech Connect

This study has shown that, based upon measurements from industry standard radiation detection instruments, such as the RS model RSS-131 PICs in a controlled configuration, a person may be exposed to gamma radiation above background when in close proximity to some LLW trucks. However, in approximately half (47.7 percent) the population of trucks measured in this study, a person would receive no exposure above background at a distance of 1.0 m (3.3 ft) away from a LLW truck. An additional 206 trucks had net exposures greater than zero, but equal to or less than 1 {micro}R/h. Finally, nearly 80 percent of the population of trucks (802 of 1,012) had net exposures less than or equal to 10 {micro}R/h. Although there are no shipping or exposure standards at 1.0 m (3.3 ft) distance, one relevant point of comparison is the DOT shipping standard of 10 mrem/h at 2.0 m (6.6 ft) distance. Assuming a one-to-one correspondence between Roentgens and Rems, then 903 trucks (89.2 percent of the trucks measured) were no greater than one percent of the DOT standard at 1.0 m (3.3 ft). Had the distance at which the trucks been measured increased to 2.0 m (6.6 ft), the net exposure would be even less because of the increase in distance between the truck and the receptor. However, based on the empirical data from this study, the rate of decrease may be slower than for either a point or line source as was done for previous studies (Gertz, 2001; Davis et al., 2001). The highest net exposure value at 1.0 m (3.3 ft) distance, 11.9 mR/h, came from the only truck with a value greater than 10 mR/h at 1.0 m (3.3 ft) distance.

J. Miller; D. Shafer; K. Gray; B. Church; S.Campbell; B. Holz

2005-08-15T23:59:59.000Z

334

Engineering task plan for upgrades to the leveling jacks on core sample trucks number 3 and 4  

Science Conference Proceedings (OSTI)

Characterizing the waste in underground storage tanks at the Hanford Site is accomplished by obtaining a representative core sample for analysis. Core sampling is one of the numerous techniques that have been developed for use given the environmental and field conditions at the Hanford Site. Core sampling is currently accomplished using either Push Mode Core Sample Truck No.1 or; Rotary Mode Core Sample Trucks No.2, 3 or 4. Past analysis (WHC 1994) has indicated that the Core Sample Truck (CST) leveling jacks are structurally inadequate when lateral loads are applied. WHC 1994 identifies many areas where failure could occur. All these failures are based on exceeding the allowable stresses listed in the American Institute of Steel Construction (AISC) code. The mode of failure is for the outrigger attachments to the truck frame to fail resulting in dropping of the CST and possible overturning (Ref. Ziada and Hundal, 1996). Out of level deployment of the truck can exceed the code allowable stresses in the structure. Calculations have been performed to establish limits for maintaining the truck level when lifting. The calculations and the associated limits are included in appendix A. The need for future operations of the CSTS is limited. Sampling is expected to be complete in FY-2001. Since there is limited time at risk for continued use of the CSTS with the leveling controls without correcting the structural problems, there are several design changes that could give incremental improvements to the operational safety of the CSTS with limited impact on available operating time. The improvements focus on making the truck easier to control during lifting and leveling. Not all of the tasks identified in this ETP need to be performed. Each task alone can improve the safety. This engineering task plan is the management plan document for implementing the necessary additional structural analysis. Any additional changes to meet requirements of standing orders shall require a Letter of Instruction from Numatec Hanford Company (NHC).

KOSTELNIK, A.J.

1999-02-24T23:59:59.000Z

335

Technologies and policies for controlling greenhouse gas emissions from the U. S. automobile and light truck fleet.  

DOE Green Energy (OSTI)

The message conveyed by the above discussion is that there are no shortages of technologies available to improve the fuel efficiency of the U.S. fleet of autos and light trucks. It clearly is technically feasible to improve greatly the fuel economy of the average new light-duty vehicle. Many of these technologies require tradeoffs, however, that manufacturers are unwilling or (as yet) unable to make in today's market and regulatory environment. These tradeoffs involve higher costs (that might be reduced substantially over time with learning and economies of scale), technical risk and added complexity, emissions concerns (especially for direct injection engines, and especially with respect to diesel engine technology), and customer acceptance issues. Even with current low U.S. oil prices, however, many of these technologies may find their way into the U.S. market, or increase their market share, as a consequence of their penetration of European and Japanese markets with their high gasoline prices. Automotive technology is ''fungible'' that is, it can be easily transported from one market to another. Nevertheless, it probably is unrealistic to expect substantial increases in the average fuel economy of the U.S. light-duty fleet without significant changes in the market. Without such changes, the technologies that do penetrate the U.S. market are more likely to be used to increase acceleration performance or vehicle structures or enable four wheel drive to be included in vehicles without a net mpg penalty. In other words, technology by itself is not likely to be enough to raise fleet fuel economy levels - this was the conclusion of the 1995 Ailomar Conference on Energy and Sustainable Transportation, organized by the Transportation Research Board's Committees on Energy and Alternative Fuels, and it is one I share.

Plotkin, S.

1999-01-01T23:59:59.000Z

336

DOE Project on Heavy Vehicle Aerodynamic Drag  

SciTech Connect

Class 8 tractor-trailers consume 11-12% of the total US petroleum use. At highway speeds, 65% of the energy expenditure for a Class 8 truck is in overcoming aerodynamic drag. The project objective is to improve fuel economy of Class 8 tractor-trailers by providing guidance on methods of reducing drag by at least 25%. A 25% reduction in drag would present a 12% improvement in fuel economy at highway speeds, equivalent to about 130 midsize tanker ships per year. Specific goals include: (1) Provide guidance to industry in the reduction of aerodynamic drag of heavy truck vehicles; (2) Develop innovative drag reducing concepts that are operationally and economically sound; and (3) Establish a database of experimental, computational, and conceptual design information, and demonstrate the potential of new drag-reduction devices. The studies described herein provide a demonstration of the applicability of the experience developed in the analysis of the standard configuration of the Generic Conventional Model. The modeling practices and procedures developed in prior efforts have been applied directly to the assessment of new configurations including a variety of geometric modifications and add-on devices. Application to the low-drag 'GTS' configuration of the GCM has confirmed that the error in predicted drag coefficients increases as the relative contribution of the base drag resulting from the vehicle wake to the total drag increases and it is recommended that more advanced turbulence modeling strategies be applied under those circumstances. Application to a commercially-developed boat tail device has confirmed that this restriction does not apply to geometries where the relative contribution of the base drag to the total drag is reduced by modifying the geometry in that region. Application to a modified GCM geometry with an open grille and radiator has confirmed that the underbody flow, while important for underhood cooling, has little impact on the drag coefficient of the vehicle. Furthermore, the evaluation of the impact of small changes in radiator or grille dimensions has revealed that the total drag is not particularly sensitive to those changes. This observation leads to two significant conclusions. First, a small increase in radiator size to accommodate heat rejection needs related to new emissions restrictions may be tolerated without significant increases in drag losses. Second, efforts to reduce drag on the tractor requires that the design of the entire tractor be treated in an integrated fashion. Simply reducing the size of the grille will not provide the desired result, but the additional contouring of the vehicle as a whole which may be enabled by the smaller radiator could have a more significant effect.

McCallen, R; Salari, K; Ortega, J; Castellucci, P; Pointer, D; Browand, F; Ross, J; Storms, B

2007-01-04T23:59:59.000Z

337

Selection of Light Duty Truck Engine Air Systems Using Virtual Lab Tests  

DOE Green Energy (OSTI)

An integrated development approach using seasoned engine technology methodologies, virtual lab parametric investigations, and selected hardware verification tests reflects today's state-of-the-art R&D trends. This presentation will outline such a strategy. The use of this ''Wired'' approach results in substantial reduction in the development cycle time and hardware iterations. An example showing the virtual lab application for a viable design of the air-exhaust-turbocharger system of a light duty truck engine for personal transportation will be presented.

Zhang, Houshun

2000-08-20T23:59:59.000Z

338

Fuel Economy Standards for New Light Trucks (released in AEO2007)  

Reports and Publications (EIA)

In March 2006, NHTSA finalized CAFE standards requiring higher fuel economy performance for light-duty trucks in MY 2008 through 2011. Unlike the proposed CAFE standards discussed in AEO2006 [13], which would have established minimum fuel economy requirements by six footprint size classes, the final reformed CAFE standards specify a continuous mathematical function that determines minimum fuel economy requirements by vehicle footprint, defined as the wheelbase (the distance from the front axle to the center of the rear axle) times the average track width (the distance between the center lines of the tires) of the vehicle in square feet.

Information Center

2007-02-22T23:59:59.000Z

339

21st Century Truck Partnership Roadmap Roadmap and Technical White Papers - 21CTP-0003, December 2006  

NLE Websites -- All DOE Office Websites (Extended Search)

ACKNOWLEDGEMENTS ACKNOWLEDGEMENTS The 21 st Century Truck Partnership would like to acknowledge the time and resource investment that all our partners have made in developing this roadmap and technical white paper document, and in remaining committed to the goals and objectives outlined herein. We would also like to extend our appreciation to the industry and government teams that produced the individual technical white papers, and the leaders of those teams who are listed below. Engines: Ron Graves (Oak Ridge National Laboratory) with Dennis Siebers (Sandia National Laboratories) Hybrids: Terry Penney (National Renewable Energy Laboratory) Parasitic Losses: Jud Virden (Pacific Northwest National Laboratory) Idle Reduction: Glenn Keller (Argonne National Laboratory)

340

Alternative Fuels Data Center: Heavy-Duty Vehicle and Engine...  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Kenworth - W900S Application: Vocational truck Fuel Types: CNG, LNG Power Source(s): Cummins Westport - ISX12 G...

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


341

Advanced Hybrid Propulsion and Energy Management System for High Efficiency, Off Highway, 240 Ton Class, Diesel Electric Haul Trucks  

DOE Green Energy (OSTI)

The objective of this project is to reduce the fuel consumption of off-highway vehicles, specifically large tonnage mine haul trucks. A hybrid energy storage and management system will be added to a conventional diesel-electric truck that will allow capture of braking energy normally dissipated in grid resistors as heat. The captured energy will be used during acceleration and motoring, reducing the diesel engine load, thus conserving fuel. The project will work towards a system validation of the hybrid system by first selecting an energy storage subsystem and energy management subsystem. Laboratory testing at a subscale level will evaluate these selections and then a full-scale laboratory test will be performed. After the subsystems have been proven at the full-scale lab, equipment will be mounted on a mine haul truck and integrated with the vehicle systems. The integrated hybrid components will be exercised to show functionality, capability, and fuel economy impacts in a mine setting.

Richter, Tim; Slezak, Lee; Johnson, Chris; Young, Henry; Funcannon, Dan

2008-12-31T23:59:59.000Z

342

Emission Control Research to Enable Fuel Efficiency: Department of Energy Heavy Vehicle Technologies  

DOE Green Energy (OSTI)

The Office of Heavy Vehicle Technologies supports research to enable high-efficiency diesel engines to meet future emissions regulations, thus clearing the way for their use in light trucks as well as continuing as the most efficient powerplant for freight-haulers. Compliance with Tier 2 rules and expected heavy duty engine standards will require effective exhaust emission controls (after-treatment) for diesels in these applications. DOE laboratories are working with industry to improve emission control technologies in projects ranging from application of new diagnostics for elucidating key mechanisms, to development and tests of prototype devices. This paper provides an overview of these R and D efforts, with examples of key findings and developments.

Gurpreet Singh; Ronald L. Graves; John M. Storey; William P. Partridge; John F. Thomas; Bernie M. Penetrante; Raymond M. Brusasco; Bernard T. Merritt; George E. Vogtlin; Christopher L. Aardahl; Craig F. Habeger; M.L. Balmer

2000-06-19T23:59:59.000Z

343

Natural Gas as a Future Fuel for Heavy-Duty Vehicles  

DOE Green Energy (OSTI)

In addition to their significant environmental impacts, medium-duty and heavy-duty (HD) vehicles are high volume fuel users. Development of such vehicles, which include transit buses, refuse trucks, and HD Class 6-8 trucks, that are fueled with natural gas is strategic to market introduction of natural gas vehicles (NGV). Over the past five years the Department of Energy's (DOE) Office of Heavy Vehicle Technologies (OHVT) has funded technological developments in NGV systems to support the growth of this sector in the highly competitive transportation market. The goals are to minimize emissions associated with NGV use, to improve on the economies of scale, and to continue supporting the testing and safety assessments of all new systems. This paper provides an overview of the status of major projects under a program supported by DOE/OHVT and managed by Brookhaven National Laboratory. The discussion focuses on the program's technical strategy in meeting specific goals proposed by the N GV industry and the government. Relevant projects include the development of low-cost fuel storage, fueling infrastructure, and HD vehicle applications.

Wai-Lin Litzke; James Wegrzyn

2001-05-14T23:59:59.000Z

344

STATEMENT OF CONSIDERATIONS ADVANCE WAIVER OF PATENT RIGHTS TO MACK TRUCKS, INC. UNDER  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

4 2006 14:16 FR IPL DOE CH 630 252 2779 TO AGCP-HQ P.02/03 4 2006 14:16 FR IPL DOE CH 630 252 2779 TO AGCP-HQ P.02/03 * 0 STATEMENT OF CONSIDERATIONS ADVANCE WAIVER OF PATENT RIGHTS TO MACK TRUCKS, INC. UNDER NREL SUBCONTRACT NO. ZCI-4-32049-01, UNDER DOE PRIME CONTRACT NO. DE-AC36-98GO10337 FOR DEVELOPMENT OF THE NEXT GENERATION NATURAL GAS VEHICLE, PHASE II; CH-1185; W(A)-04-016 Mack Trucks, Inc. (Mack) has petitioned for an advance waiver of domestic and foreign patent rights to inventions conceived or first actually reduced to practice under DOE Contract No. NREL-ZC:-4-32049-01. This advance waiver is intended to apply to all subject inventions of Mack's employees and those of its subcontractors, regardless of tier except subcontractors eligible to obtain title pursuant to P.L. 96-517 as amended, and National Laboratories.

345

Clean Cities Drive Vol 4 Issue 1 May 1997  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Cities Cities to the eighth issue of the I I U.S. Department of Energy's (DOE) Clean Cities Drive. Each issue 1 1 of the newsletter will bring you valuable information from the Clean Cities program to help you succeed I I in putting more alternative fuel vehi- cles onto our roads. If you have a I I story to tell, a picture to share, or information of interest to Clean Cities I I participants, call the Clean Cities I I L / National Partners to Be Honored at Clean Cities Stakeholders' Conference The Mid-Continent Trade Corridor .............. : The West .................................................. ; n . . rl . f i l l r 1. e. .. " LNG Trucks to Fleet 4 Coordinators' Corner 5 EV Market Launch New York Richmond R n c t n n DOE Comments on Proposed Priva

346

HEAVY ION INERTIAL FUSION  

E-Print Network (OSTI)

Accelerators as Drivers for Inertially Confined Fusion, W.B.LBL-9332/SLAC-22l (1979) Fusion Driven by Heavy Ion Beams,OF CALIFORNIA f Accelerator & Fusion Research Division

Keefe, D.

2008-01-01T23:59:59.000Z

347

Relativistic Heavy Ion Collider  

NLE Websites -- All DOE Office Websites (Extended Search)

at the same time. Capable of accelerating 70 trillion protons with every pulse, and heavy ions such as gold and iron, the AGS receives protons and other ions from the AGS...

348

Process for removing heavy metal compounds from heavy crude oil  

DOE Patents (OSTI)

A process is provided for removing heavy metal compounds from heavy crude oil by mixing the heavy crude oil with tar sand; preheating the mixture to a temperature of about 650.degree. F.; heating said mixture to up to 800.degree. F.; and separating tar sand from the light oils formed during said heating. The heavy metals removed from the heavy oils can be recovered from the spent sand for other uses.

Cha, Chang Y. (Golden, CO); Boysen, John E. (Laramie, WY); Branthaver, Jan F. (Laramie, WY)

1991-01-01T23:59:59.000Z

349

FreedomCAR and vehicle technologies heavy vehicle program FY 2006. Benefits analysis : methodology and results - final report.  

SciTech Connect

This report describes the approach to estimating benefits and the analysis results for the Heavy Vehicle Technologies activities of the Freedom Car and Vehicle Technologies (FCVT) Program of EERE. The scope of the effort includes: (1) Characterizing baseline and advanced technology vehicles for Class 3-6 and Class 7 and 8 trucks, (2) Identification of technology goals associated with the DOE EERE programs, (3) Estimating the market potential of technologies that improve fuel efficiency and/or use alternative fuels, (4) Determining the petroleum and greenhouse gas emissions reductions associated with the advanced technologies. In FY 05 the Heavy Vehicles program activity expanded its technical involvement to more broadly address various sources of energy loss as compared to focusing more narrowly on engine efficiency and alternative fuels. This broadening of focus has continued in the activities planned for FY 06. These changes are the result of a planning effort that occurred during FY 04 and 05. (Ref. 1) This narrative describes characteristics of the heavy truck market as they relate to the analysis, a description of the analysis methodology (including a discussion of the models used to estimate market potential and benefits), and a presentation of the benefits estimated as a result of the adoption of the advanced technologies. These benefits estimates, along with market penetrations and other results, are then modeled as part of the EERE-wide integrated analysis to provide final benefit estimates reported in the FY06 Budget Request.

Singh, M.; Energy Systems; TA Engineering, Inc.

2006-01-31T23:59:59.000Z

350

Freedom car and vehicle technologies heavy vehicle program : FY 2007 benefits analysis, methodology and results -- final report.  

SciTech Connect

This report describes the approach to estimating the benefits and analysis results for the Heavy Vehicle Technologies activities of the FreedomCar and Vehicle Technologies (FCVT) Program of EERE. The scope of the effort includes: (1) Characterizing baseline and advanced technology vehicles for Class 3-6 and Class 7 and 8 trucks, (2) Identifying technology goals associated with the DOE EERE programs, (3) Estimating the market potential of technologies that improve fuel efficiency and/or use alternative fuels, (4) Determining the petroleum and greenhouse gas emissions reductions associated with the advanced technologies. In FY 05 the Heavy Vehicles program activity expanded its technical involvement to more broadly address various sources of energy loss as compared to focusing more narrowly on engine efficiency and alternative fuels. This broadening of focus has continued in subsequent activities. These changes are the result of a planning effort that occurred during FY 04 and 05. (Ref. 1) This narrative describes characteristics of the heavy truck market as they relate to the analysis, a description of the analysis methodology (including a discussion of the models used to estimate market potential and benefits), and a presentation of the benefits estimated as a result of the adoption of the advanced technologies. The market penetrations are used as part of the EERE-wide integrated analysis to provide final benefit estimates reported in the FY07 Budget Request. The energy savings models are utilized by the FCVT program for internal project management purposes.

SIngh, M.; Energy Systems; TA Engineering

2008-02-29T23:59:59.000Z

351

Evaluation of three catalysts formulated for methane oxidation on a cng-fueled pickup truck. Technical report  

Science Conference Proceedings (OSTI)

The report describes the exhaust emission results obtained from the evaluation of three specialized methane catalytic converters supplied by three different catalysts manufacturers. The catalytic converters were evaluated using a compressed natural gas-fueled Dodge Dakota pickup truck. The report includes a description of the catalytic converters, the test vehicle, test facilities and test procedures.

Piotrowski, G.K.; Schaefer, R.M.

1993-12-01T23:59:59.000Z

352

Crack Width Analysis of Floor Slabs from Hyster 550 FS Lift Truck with 55 Kip Pay Load  

Science Conference Proceedings (OSTI)

This calculation determines the probable crack width experienced by the slab on grade floor at Building 2404WA from a Hyster 550 FS lift truck having tire pressures of 124 psi while moving and placing Standard Waste Disposal Boxes within the building.

BLACK, D.G.

2003-06-05T23:59:59.000Z

353

Assessing Potential Exposure from Truck Transport of Low-level Radioactive Waste to the Nevada Test Site  

Science Conference Proceedings (OSTI)

Since 1980, over 651,558 m{sup 3} (23,000,000 ft{sup 3}) of low-level radioactive waste (LLW) have been disposed of at the Nevada Test Site (NTS) by shallow land burial. Since 1988, the majority of this waste has been generated at other United States (U.S.) Department of Energy (DOE) and Department of Defense (DoD) sites and facilities in the U.S. Between fiscal year (FY) 2002 and the publication date, the volumes of LLW being shipped by truck to the NTS increased sharply with the accelerated closure of DOE Environmental Management (EM) Program sites (DOE, 2002). The NTS is located 105 km (65 mi) northwest of Las Vegas, Nevada, in the U.S. There continue to be public concerns over the safety of LLW shipments to the NTS. They can be broadly divided into two categories: (1) the risk of accidents involving trucks traveling on public highways; and (2) whether residents along transportation routes receive cumulative exposure from individual LLW shipments that pose a long-term health risk. The DOE and U.S. Department of Transportation (DOT) regulations ensure that radiation exposure from truck shipments to members of the public is negligible. Nevertheless, particularly in rural communities along transportation routes in Utah and Nevada, there is a perceived risk from members of the public about cumulative exposure, particularly when ''Main Street'' and the routes being used by LLW trucks are one in the same. To provide an objective assessment of gamma radiation exposure to members of the public from LLW transport by truck, the Desert Research Institute (DRI) and the DOE, National Nuclear Security Administration Nevada Site Office (NNSA/NSO) established a stationary and automated array of four pressurized ion chambers (PICs) in a vehicle pullout for LLW trucks to pass through just outside the entrance to the NTS. The PICs were positioned at a distance of 1.0 m (3.3 ft) from the sides of the truck trailer and at a height of 1.5 m (5.0 ft) to simulate conditions that a member of the public (Turner, 1995) might experience if a truck were to pass while the person was on the side of the road, or if a truck were to come to a stop at a stoplight in one of the smaller towns along the transportation routes. The 1.0-m (3.3-ft) distance also allowed for comparison with gamma readings of trucks taken with portable, hand-held instruments at the two LLW disposal sites at the NTS: the Area 5 Radioactive Waste Management Complex (RWMC) and the Area 3 Radioactive Waste Management Site (RWMS). The purpose in automating the system was to provide the most objective and consistent measurement and calculation of radiation exposure from the trucks possible. The array was set up in November 2002 and equipment was tested and calibrated over the next two months. Data collection on trucks began on February 13, 2003, and continued to the end of December 2003. In all, external gamma readings were collected from 1,012 of the 2,260 trucks that delivered LLW to the NTS during this period. Because DOE could not contractually require waste generators to participate in the study, the database is biased toward voluntary participants; however, data were collected from the 10 generators that represented 92 percent of the LLW shipments to the NTS during the study period, with another eight generators accounting for the balance of the shipments. Because of the voluntary nature of the participation, the identity of the waste generators is not used in the report. Previous studies on potential exposure to the public from transporting LLW to the NTS either relied on calculated exposures (Davis et al., 2002) or was based on a small population of trucks (e.g., 88) where a relatively high-background value of 50 microRoentgens per hour (R/h) (background value measured at the LLW disposal sites) were subtracted from the gross reading of the truck trailer as measured by portable, handheld instruments (Gertz, 2001). The dataset that resulted from the DRI study is the largest collection of measurements of LLW trucks in transit of which the authors are aware.

J. Miller; D. Shafer; K. Gray; B. Church; S. Campbell; B. Holz

2005-08-01T23:59:59.000Z

354

Assessing Potential Exposure from Truck Transport of Low-level Radioactive Waste to the Nevada Test Site  

Science Conference Proceedings (OSTI)

Since 1980, over 651,558 m{sup 3} (23,000,000 ft{sup 3}) of low-level radioactive waste (LLW) have been disposed of at the Nevada Test Site (NTS) by shallow land burial. Since 1988, the majority of this waste has been generated at other United States (U.S.) Department of Energy (DOE) and Department of Defense (DoD) sites and facilities in the U.S. Between fiscal year (FY) 2002 and the publication date, the volumes of LLW being shipped by truck to the NTS increased sharply with the accelerated closure of DOE Environmental Management (EM) Program sites (DOE, 2002). The NTS is located 105 km (65 mi) northwest of Las Vegas, Nevada, in the U.S. There continue to be public concerns over the safety of LLW shipments to the NTS. They can be broadly divided into two categories: (1) the risk of accidents involving trucks traveling on public highways; and (2) whether residents along transportation routes receive cumulative exposure from individual LLW shipments that pose a long-term health risk. The DOE and U.S. Department of Transportation (DOT) regulations ensure that radiation exposure from truck shipments to members of the public is negligible. Nevertheless, particularly in rural communities along transportation routes in Utah and Nevada, there is a perceived risk from members of the public about cumulative exposure, particularly when ''Main Street'' and the routes being used by LLW trucks are one in the same. To provide an objective assessment of gamma radiation exposure to members of the public from LLW transport by truck, the Desert Research Institute (DRI) and the DOE, National Nuclear Security Administration Nevada Site Office (NNSA/NSO) established a stationary and automated array of four pressurized ion chambers (PICs) in a vehicle pullout for LLW trucks to pass through just outside the entrance to the NTS. The PICs were positioned at a distance of 1.0 m (3.3 ft) from the sides of the truck trailer and at a height of 1.5 m (5.0 ft) to simulate conditions that a member of the public (Turner, 1995) might experience if a truck were to pass while the person was on the side of the road, or if a truck were to come to a stop at a stoplight in one of the smaller towns along the transportation routes. The 1.0-m (3.3-ft) distance also allowed for comparison with gamma readings of trucks taken with portable, hand-held instruments at the two LLW disposal sites at the NTS: the Area 5 Radioactive Waste Management Complex (RWMC) and the Area 3 Radioactive Waste Management Site (RWMS). The purpose in automating the system was to provide the most objective and consistent measurement and calculation of radiation exposure from the trucks possible. The array was set up in November 2002 and equipment was tested and calibrated over the next two months. Data collection on trucks began on February 13, 2003, and continued to the end of December 2003. In all, external gamma readings were collected from 1,012 of the 2,260 trucks that delivered LLW to the NTS during this period. Because DOE could not contractually require waste generators to participate in the study, the database is biased toward voluntary participants; however, data were collected from the 10 generators that represented 92 percent of the LLW shipments to the NTS during the study period, with another eight generators accounting for the balance of the shipments. Because of the voluntary nature of the participation, the identity of the waste generators is not used in the report. Previous studies on potential exposure to the public from transporting LLW to the NTS either relied on calculated exposures (Davis et al., 2002) or was based on a small population of trucks (e.g., 88) where a relatively high-background value of 50 microRoentgens per hour ({micro}R/h) (background value measured at the LLW disposal sites) were subtracted from the gross reading of the truck trailer as measured by portable, handheld instruments (Gertz, 2001). The dataset that resulted from the DRI study is the largest collection of measurements of LLW trucks in transit of which the authors are aware.

Miller, J; Shafer, D; Gray, K; Church, B; Campbell, S; Holtz, B.

2005-08-15T23:59:59.000Z

355

EFFECT OF IMPACT LIMITER MATERIAL DEGRATION ON STRUCTURAL INTEGRITY OF 9975 PACKAGE SUBJECTED TO TWO FORKLIFT TRUCK IMPACT  

SciTech Connect

This paper evaluates the effect of the impact limiter material degradation on the structural integrity of the 9975 package containment vessel during a postulated accident event of forklift truck collision. The analytical results show that the primary and secondary containment vessels remain structurally intact for Celotex material degraded to 20% of the baseline value.

Wu, T

2007-07-09T23:59:59.000Z

356

Edison Known issues  

NLE Websites -- All DOE Office Websites (Extended Search)

3 or 510-486-8611 Home For Users Computational Systems Retired Systems Edison Phase I - Retired 6242013 Known issues Known issues IPM Not Reporting the FLOPS...

357

RadEducationPosterTrucks_11-7-13_final_print-ready  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

DOT Maximum Dose Limit: Service Attendants DOT Maximum Dose Limit: Service Attendants U.S. Department of Energy, National Nuclear Security Administration Nevada Field Office Protecting Against Radiation Exposure All U.S. Department of Energy activities are performed in a manner that protects workers and the public from harmful exposure to radiation. In addition, packaging and transportation of all radioactive materials must be conducted in accordance with U.S. Department of Transportation (DOT) regulations.* *10 CFR Part 71 and 49 CFR 1910 DOT Maximum Dose Limits: "Closed" Exclusive-Use Vehicle At contact - Waste package inside trailer (Direct contact prohibited) 1,000 mrem/hour Driver in cab 2 mrem/hour At 2 meters (6.6 feet) 10 mrem/hour At contact - Truck 200 mrem/hour For 15 minutes of exposure

358

A Set of Comparable Carbon Footprints for Auto, Truck and Transit Travel in Metropolitan America  

NLE Websites -- All DOE Office Websites (Extended Search)

Set of Comparable Carbon Footprints for Highway Travel in Set of Comparable Carbon Footprints for Highway Travel in Metropolitan America by Frank Southworth* and Anthon Sonnenberg** August 31, 2009 *Corresponding author: Senior R&D Staff, Oak Ridge National Laboratory and Principal Research Scientist Georgia Institute of Technology 790 Atlantic Drive SEB Building, Room 324 Atlanta, GA 30332-0355 E-mail: frank.southworth@ce.gatech.edu ** PhD Student, Georgia Institute of Technology School of Civil and Environmental Engineering Georgia Institute of Technology 1 Abstract The authors describe the development of a set of carbon dioxide emissions estimates for highway travel by automobile, truck, bus and other public transit vehicle movements within the nation's 100 largest metropolitan areas, in calendar year 2005. Considerable variability is found to exist

359

Stress Analysis of Floor Slab from Hyster 550 FS Lift Truck with 55 Kip Pay Load  

Science Conference Proceedings (OSTI)

The objective of this calculation is to determine the probable moments and stresses that will be induced into the slab on grade floor at building 2404WA from operation of a Hyster 550 FS lift truck having tire pressures of 124 psi while moving and placing SWDB boxes within building 2404WA. It was found that the probable reinforcing steel stress induced in the grade 60 reinforcing steel for the 124 psi tire pressure is about 35.55 ksi and the factor of safety against yield is about 1.7:l. The probable maximum concrete compression stress is expected to be about 2.21 ksi resulting in a factor of safety of about 2.04:1 against concrete compression failure. Slab on grade design is not subject to building code factors of safety requirements.

BLACK, D.G.

2003-06-05T23:59:59.000Z

360

Diesel Fueled SOFC for Class 7/Class 8 On-Highway Truck Auxiliary Power  

DOE Green Energy (OSTI)

The following report documents the progress of the Cummins Power Generation (CPG) Diesel Fueled SOFC for Class 7/Class 8 On-Highway Truck Auxiliary Power (SOFC APU) development and final testing under the U.S. Department of Energy (DOE) Energy Efficiency and Renewable Energy (EERE) contract DE-FC36-04GO14318. This report overviews and summarizes CPG and partner development leading to successful demonstration of the SOFC APU objectives and significant progress towards SOFC commercialization. Significant SOFC APU Milestones: Demonstrated: Operation meeting SOFC APU requirements on commercial Ultra Low Sulfur Diesel (ULSD) fuel. SOFC systems operating on dry CPOX reformate. Successful start-up and shut-down of SOFC APU system without inert gas purge. Developed: Low cost balance of plant concepts and compatible systems designs. Identified low cost, high volume components for balance of plant systems. Demonstrated efficient SOFC output power conditioning. Demonstrated SOFC control strategies and tuning methods.

Vesely, Charles John-Paul [Cummins Power Generation; Fuchs, Benjamin S. [Cummins Power Generation; Booten, Chuck W. [Protonex Technology, LLC

2010-03-31T23:59:59.000Z

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


361

Evaluation of the adequacy of the 2000P test vehicle as a surrogate for light truck subclasses  

E-Print Network (OSTI)

This study evaluated the adequacy of the 2000P test vehicle as a surrogate for light truck subclasses. The National Cooperative Highway Research Program (NCHRP) Report 350 recommended the use of a 3/4-ton (approximately 2000 kg) pickup as the surrogate for all light truck subclasses. This standard test vehicle, the 3/4-ton pick-up truck (designated as the 2000P test vehicle in NCHRP Report 350) replaced the 2040 kg (4500 lb) passenger car which till its replacement in 1993, was the standard test vehicle of that weight class for all formal vehicle crash testing procedures. The study approach consisted of the following main tasks:, 1. Identification and comparison of key vehicle parameters. 2.literature review. 3.Statistical study 4. Simulation study. 5.Synthesize results. 6.Prepare thesis. In the initial part of the study key vehicle parameters were identified and used in a preliminary assessment of the 2000P test vehicle. These parameters were then used as statistical variables in the statistical study undertaken. The HVOSM computer simulation program was then used to evaluate representatives of the larger light truck subclasses and the 2000P test vehicle on impact with selected roadside features. A comparison scheme developed using NCHRP Report 350 was then utilized in the evaluation of simulation results. Results were then synthesized and a thesis prepared on the surrogate sufficiency of the 2000P test vehicle. Drawbacks and limitations experienced during tasks were outlined as well as the contribution and significance of the entire study. A six year ceiling was recommended by the NCHRP Report 350 by Ross et al. (1993) for the purpose of vehicle selection for crash testing purposes. Hence this study focuses on the modern light truck fleet, model years 1990 through present.

Titus-Glover, Cyril James

1996-01-01T23:59:59.000Z

362

Super Heavy Element Discovery | ornl.gov  

NLE Websites -- All DOE Office Websites (Extended Search)

Super Heavy Element Discovery SHARE Super Heavy Element Discovery The location of the Transactinides (super-heavy elements) shown on the Periodic Table. ORNL is internationally...

363

Solenoid transport for heavy ion fusion  

E-Print Network (OSTI)

Transport for Heavy Ion Fusion* Edward Lee** LawrenceHm Heavy Ion Inertial Fusion Abstract Solenoid transport ofseveral stages of a heavy ion fusion driver. In general this

Lee, Edward

2004-01-01T23:59:59.000Z

364

Heavy-ion-induced digital single event transients in a 180 nm fully depleted SOI process  

E-Print Network (OSTI)

Heavy-ion-induced single events transients (SETs) in advanced digital circuits are a significant reliability issue for space-based systems. SET pulse widths in silicon-on-insulator (SOI) technologies are often significantly ...

Gouker, Pascale M.

365

Assessment of heavy-duty gasoline and diesel vehicles in California: population and use patterns. Final report, June 1983-March 1985  

Science Conference Proceedings (OSTI)

The report presents an inventory of Vehicle Miles Travelled (VMT) in California by heavy-duty vehicles (HDV) in each of the 58 counties and 14 air basins. To compile the inventory, PES used data generated by two California Department of Transportation (CAL TRANS) annual studies. These data were supplemented by several types of auxiliary data compiled by a literature search, a special truck traffic survey on 21 different routes selected from city and county roads, and an owner/operator telephone questionnaire on vehicle usage of 622 randomly selected HDV's. Out-of-state truck activities in California were estimated by analyzing data from the 1976 Interstate Transportation and Traffic Engineering Survey and the 1971 Institute of Transportation and Traffic Engineering Survey.

Horie, Y.; Rapoport, R.; Pantalone, J.

1985-07-01T23:59:59.000Z

366

Identifying heavy Higgs bosons  

SciTech Connect

Two techniques for identifying heavy Higgs bosons produced at SSC energies are discussed. In the first, the Higgs boson decays into ZZ, with one Z decaying into an e-pair or ..mu..-pair and the other into a neutrino pair. In the second, the production of the Higgs boson by WW fusion is tagged by detecting the quarks that produced the bremsstrahlung virtual W's. The associated Higgs decay is identified by one leptonic and one hadronic decay. Both methods appear capable of finding a heavy Higgs boson provided the SSC design parameters are achieved. 16 refs., 2 figs., 2 tabs.

Cahn, R.N.

1986-06-01T23:59:59.000Z

367

Heavy ion fusion--Using heavy ions to make electricity  

E-Print Network (OSTI)

in Proc. of the Inertial Fusion Science and ApplicationsP. Abbott, P. F. Peterson, Fusion Science and Technology 44March 15–20, 2004 Heavy Ion Fusion– Using Heavy Ions to Make

Celata, C.M.

2004-01-01T23:59:59.000Z

368

Roadmap and Technical White Papers for 21st Century Truck Partnership  

NLE Websites -- All DOE Office Websites (Extended Search)

hours that are accumulated by type of heavy-duty vehicle. Analyze data from the EPA SmartWay Transport Partnership to measure fuel savings and emissions reductions associated...

369

DOE/BNL Liquid Natural Gas Heavy Vehicle Program  

DOE Green Energy (OSTI)

As a means of lowering greenhouse gas emissions, increasing economic growth, and reducing the dependency on imported oil, the Department of Energy and Brookhaven National Laboratory (DOE/ BNL) is promoting the substitution of liquefied natural gas (LNG) in heavy-vehicles that are currently being fueled by diesel. Heavy vehicles are defined as Class 7 and 8 trucks (> 118,000 pounds GVVV), and transit buses that have a fuel usage greater than 10,000 gallons per year and driving range of more than 300 miles. The key in making LNG market-competitive with all types of diesel fuels is in improving energy efficiency and reducing costs of LNG technologies through systems integration. This paper integrates together the three LNG technologies of: (1) production from landfills and remote well sites; (2) cryogenic fuel delivery systems; and (3) state-of-the-art storage tank and refueling facilities, with market end-use strategies. The program's goal is to develop these technologies and strategies under a ''green'' and ''clean'' strategy. This ''green'' approach reduces the net contribution of global warming gases by reducing levels of methane and carbon dioxide released by heavy vehicles usage to below recoverable amounts of natural gas from landfills and other natural resources. Clean technology refers to efficient use of energy with low environmental emissions. The objective of the program is to promote fuel competition by having LNG priced between $0.40 - $0.50 per gallon with a combined production, fuel delivery and engine systems efficiency approaching 45%. This can make LNG a viable alternative to diesel.

James E. Wegrzyn; Wai-Lin Litzke; Michael Gurevich

1998-08-11T23:59:59.000Z

370

Exploiting heavy oil reserves  

E-Print Network (OSTI)

the behaviour of oil and gas prices and the fruits of future exploration. The rate of technological progress. How optimistic are you that the North Sea remains a viable source of oil and gas? A) Our new researchNorth Sea investment potential Exploiting heavy oil reserves Beneath the waves in 3D Aberdeen

Levi, Ran

371

Heavy Vehicle Systems  

Science Conference Proceedings (OSTI)

Heavy Vehicle (HV) systems are a necessary component of achieving OHVT goals. Elements are in place for a far-ranging program: short, intermediate, and long-term. Solicitation will bring industrial input and support. Future funding trend is positive, outlook for HV systems is good.

Sid Diamond; Richard Wares; Jules Routbort

2000-04-11T23:59:59.000Z

372

DEVELOPMENTS IN HEAVY QUARKONIUM SPECTROSCOPY  

E-Print Network (OSTI)

­ 1­ DEVELOPMENTS IN HEAVY QUARKONIUM SPECTROSCOPY Written May 2012 by S. Eidelman (Budker Inst. Navas (Univ. Granada), and C. Patrignani (Univ. Genova, INFN). A golden age for heavy quarkonium physics at HERA and the Tevatron matured; and heavy-ion collisions at RHIC opened a window on the deconfinement

373

Multi-modal Transportation > Highway Transportation > Trucking > Railroad transportation > Public transit > Rural transportation > Rural transit > Freight pipeline transportation > Airport planning and development > Airport maintenance > Bicycle and pedes  

E-Print Network (OSTI)

Multi-modal Transportation > Highway Transportation > Trucking > Railroad transportation > Public transit > Rural transportation > Rural transit > Freight pipeline transportation > Airport planning and development > Airport maintenance > Bicycle and pedestrian > Ports and waterways >>> Transportation operat

374

http://tti.tamu.edu Multi-modal Transportation > Highway Transportation > Trucking > Railroad transportation > Public transit > Rural transportation > Rural transit > Freight  

E-Print Network (OSTI)

http://tti.tamu.edu Multi-modal Transportation > Highway Transportation > Trucking > Railroad transportation > Public transit > Rural transportation > Rural transit > Freight pipeline transportation >>> Transportation operat > Freight traffic > Commodities > Travel time > Travel demand > http

375

REQUEST BY VOLVO TRUCKS NORTH AMERICA, INC. FOR AN ADVANCE WAIVER OF DOMESTIC AND FOREIGN RIGHTS IN SUBJECT INVENTIONS  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

I I Statement of Considerations REQUEST BY VOLVO TRUCKS NORTH AMERICA, INC. FOR AN ADVANCE WAIVER OF DOMESTIC AND FOREIGN RIGHTS IN SUBJECT INVENTIONS MADE IN THE COURSE OF OR UNDER UT-BATTELLE, LLC SUBCONTRACT NO. 4000010928, UNDER DOE PRIME CONTRACT DE-AC05-00OR22725; DOE WAIVER DOCKET W(A)-02-018; [ORO-770] Volvo Trucks North America, Inc. (VTNA) has made a request for an advance waiver to worldwide rights in Subject Inventions made in the course of or under UT-Battelle, LLC Subcontract No. 4000010928 under Department of Energy (DOE) Contract DE-ACO5- 00OR22725. The scope of work of this project is to develop an operational Accelerated Endurance Test (AEC) for Class 8 Volvo Hood System fabricated partly or wholly from carbon fiber Sheet Molding Compound (SMC). It is expected that this system will result in

376

Relativistic Heavy Ion Collider  

NLE Websites -- All DOE Office Websites (Extended Search)

Relativistic Heavy Ion Collider Relativistic Heavy Ion Collider managed for the U.S. Department of Energy by Brookhaven Science Associates, founded by Stony Brook University and Battelle. managed for the U.S. Department of Energy by Brookhaven Science Associates, a company founded by Stony Brook University and Battelle 07/07 Brookhaven National Laboratory Funded by the U.S. Department of Energy, Brookhaven National Laboratory is a multipurpose research institution located on a 5,300-acre site on Long Island, New York. Six Nobel Prize-winning discoveries have been made at Brookhaven Lab. The Laboratory operates large-scale scientific facilities and performs research in physics, chemistry, biology, medicine, applied science, and

377

Characterizing Heavy Ion  

NLE Websites -- All DOE Office Websites (Extended Search)

Heavy Ion Heavy Ion Reactions in the 1980's Is there Treasure at the end of the Rainbow? & What happens and how do different modes compete? John Schiffer One of the three research areas for ATLAS, as stated in a 1984 document to Congress: Are there some new marvelous symmetries, hidden in resonances in heavier nuclei, beyond 12 C+ 12 C and its immediate vicinity? (s.c. linac work, pre-ATLAS) Other attempts to chase the rainbow 180 o elastic scattering of 12 C on 40 Ca shows structure Fusion of 16 O on 40 Ca does not. In the end, it seemed that these structures were sometimes present in alpha-particle nuclei, but almost never in others. Some optimists, continued the pursuit. We also looked at the total fusion cross section in systems that showed resonances in scattering.

378

Computing Heavy Elements  

E-Print Network (OSTI)

Reliable calculations of the structure of heavy elements are crucial to address fundamental science questions such as the origin of the elements in the universe. Applications relevant for energy production, medicine, or national security also rely on theoretical predictions of basic properties of atomic nuclei. Heavy elements are best described within the nuclear density functional theory (DFT) and its various extensions. While relatively mature, DFT has never been implemented in its full power, as it relies on a very large number (~ 10^9-10^12) of expensive calculations (~ day). The advent of leadership-class computers, as well as dedicated large-scale collaborative efforts such as the SciDAC 2 UNEDF project, have dramatically changed the field. This article gives an overview of the various computational challenges related to the nuclear DFT, as well as some of the recent achievements.

Schunck, N; Kortelainen, M; McDonnell, J; Moré, J; Nazarewicz, W; Pei, J; Sarich, J; Sheikh, J; Staszczak, A; Stoitsov, M; Wild, S M

2011-01-01T23:59:59.000Z

379

Computing Heavy Elements  

E-Print Network (OSTI)

Reliable calculations of the structure of heavy elements are crucial to address fundamental science questions such as the origin of the elements in the universe. Applications relevant for energy production, medicine, or national security also rely on theoretical predictions of basic properties of atomic nuclei. Heavy elements are best described within the nuclear density functional theory (DFT) and its various extensions. While relatively mature, DFT has never been implemented in its full power, as it relies on a very large number (~ 10^9-10^12) of expensive calculations (~ day). The advent of leadership-class computers, as well as dedicated large-scale collaborative efforts such as the SciDAC 2 UNEDF project, have dramatically changed the field. This article gives an overview of the various computational challenges related to the nuclear DFT, as well as some of the recent achievements.

N. Schunck; A. Baran; M. Kortelainen; J. McDonnell; J. Moré; W. Nazarewicz; J. Pei; J. Sarich; J. Sheikh; A. Staszczak; M. Stoitsov; S. M. Wild

2011-07-25T23:59:59.000Z

380

Heavy Ions - Cyclotron  

NLE Websites -- All DOE Office Websites (Extended Search)

Heavy Ions Heavy Ions Heavy ions used at the BASE Facility are accelerated in the form of "cocktails," named because of the fact that several heavy ions with the same mass-to-charge ratio are sent into the Cyclotron, which accelerates the ions while acting as a precision mass separator. The Control Room Operator then uses Cyclotron frequency to select only the desired ion, a process that takes about 2 minutes. We provide four standard cocktails: 4.5, 10, 16, and 30 MeV/nucleon. Depending on the cocktail, LETs from 1 to 100 MeV/(mg/cm^2) and flux levels of up to 1E7 ions/cm2-sec are available. Parts are tested in our vacuum chamber, and can be remotely positioned horizontally, vertically, or rotationally (y and z axes) with the motion table. An alignment laser is available to ensure the part is in the center of the beam. Mounting hardware is readily available. 12xBNC (F-F), 2x25-pin D (F-M or M-F), 4x40-pin flat ribbon (M-M), 4x50-pin flat ribbon (M-M), 12xSMA (F-F), and 2xEthernet vacuum feedthroughs are mounted upon request. (The 4x40-pin and 4x50-pin flat ribbon connectors are wired straight across, so you will need a F-F adapter to correct the pin numbers to normal.) Holes are provided through the cave shielding blocks for connecting additional test equipment, with a distance of approximately 10 feet from vacuum feedthrough to the top of the shielding block.

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


381

Independent design review report for truck {number_sign}1 modifications for flammable gas tanks  

Science Conference Proceedings (OSTI)

The East and West Tank Farm Standing Order 97-01 requires that the PMST be modified to include purging of the enclosed space underneath the shielded receiver weather cover per National Fire Protection Association (NFPA) 496, Purged and Pressurized Enclosures for Electrical Equipment. The Standing Order also requires that the PMST be modified by replacing the existing electrical remote latch (RLU) unit with a mechanical remote latch unit. As the mechanical remote latch unit was exactly like the RLU installed on the Rotary Mode Core Sampler Trucks (RMCST) and the design for the RMCST went through formal design review, replacing the RLU was done utilizing informal design verification and was completed per work package ES-97-0028. As the weather cover purge was similar to the design for the RMCSTS, this design was reviewed using the independent review method with multiple independent reviewers. A function design criteria (WHC-SD-WM-FDC-048, Functional Design Criteria for Core Sampling in Flammable Gas Watch List Tanks) provided the criteria for the modifications. The review consisted of distributing the design review package to the reviewers and collecting and dispositioning the RCR comments. The review package included the ECNs for review, the Design Compliance Matrix, copies of all drawings affected, and copies of outstanding ECNs against these drawings. A final meeting was held to ensure that all reviewers were aware of the changes to ECNs from incorporation of RCR comments.

Wilson, G.W.

1997-05-09T23:59:59.000Z

382

The Detroit Diesel DELTA Engine for Light Trucks and SUVs - Year 2000 Update  

DOE Green Energy (OSTI)

Detroit Diesel Corporation (DDC) is developing the DELTA 4.0L V6 engine, specifically for the North American light truck market. This market poses unique requirements for a diesel engine, necessitating a clean sheet engine design. DELTA was developed from a clean sheet of paper, with the first engine firing just 228 days later. The process began with a Quality Function Deployment (QFD) analysis, which prioritized the development criteria. The development process integrated a co-located, fully cross-functional team. Suppliers were fully integrated and maintained on-site representation. The first demonstration vehicle moved under its own power 12 weeks after the first engine fired. It was demonstrated to the automotive press 18 days later. DELTA has repeatedly demonstrated its ability to disprove historical North American diesel perceptions and compete directly with gasoline engines. This paper outlines the Generation 0.0 development process and briefly defines the engine. A brief indication of the Generation 0.5 development status is given.

Nabil S. Hakim; Charles E. Freese; Stanley P. Miller

2000-06-19T23:59:59.000Z

383

Heavy Vehicle Propulsion Materials Program: Progress and Highlights  

DOE Green Energy (OSTI)

The Heavy Vehicle Propulsion Materials Program was begun in 1997 to support the enabling materials needs of the DOE Office of Heavy Vehicle Technologies (OHVT). The technical agenda for the program grew out of the technology roadmap for the OHVT and includes efforts in materials for: fuel systems, exhaust aftertreatment, valve train, air handling, structural components, electrochemical propulsion, natural gas storage, and thermal management. A five-year program plan was written in early 2000, following a stakeholders workshop. The technical issues and planned and ongoing projects are discussed. Brief summaries of several technical highlights are given.

D. Ray Johnson; Sidney Diamond

2000-06-19T23:59:59.000Z

384

Alternative Fuels Data Center: Heavy-Duty Vehicle and Engine...  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Freightliner - Business Class M2 112 Applications: Tractor, Vocational truck Fuel Types: CNG, LNG Power Source(s): Cummins Westport - ISL G 8.9L...

385

Alternative Fuels Data Center: Heavy-Duty Vehicle and Engine...  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

114SD Application: Vocational truck Fuel Types: CNG, LNG Power Source(s): Cummins Westport - ISL G 8.9L Cummins Westport - ISX12 G...

386

Thermal management concepts for higher efficiency heavy vehicles.  

DOE Green Energy (OSTI)

Thermal management is a cross-cutting technology that directly or indirectly affects engine performance, fuel economy, safety and reliability, aerodynamics, driver/passenger comfort, materials selection, emissions, maintenance, and component life. This review paper provides an assessment of thermal management for large trucks, particularly as it impacts these features. Observations arrived at from a review of the state of the art for thermal management for over-the-road trucks are highlighted and commented on. Trends in the large truck industry, pertinent engine truck design and performance objectives, and the implications of these relative to thermal management, are presented. Finally, new thermal management concepts for high efficiency vehicles are described.

Wambsganss, M. W.

1999-05-19T23:59:59.000Z

387

Alternative Fuels Data Center: Heavy-Duty Vehicle and Engine...  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Capacity Trucks - TJ5000TJ7000 General Motors - 8.0L V8 Fuel Type: Propane Displacement: 8.0 liters...

388

Alternative Fuels Data Center: Heavy-Duty Vehicle and Engine...  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Electric Vehicles International - EVI-MD Application: Vocational truck Fuel Type: Electricity Power Source(s): Electric Vehicles International - 260-hp AC permanent magnet motor...

389

Alternative Fuels Data Center: Heavy-Duty Vehicle and Engine...  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Mule M150 Application: Vocational truck Fuel Type: Electricity Power Source(s): Balqon - 200-hp AC induction motor with lithium...

390

Alternative Fuels Data Center: Heavy-Duty Vehicle and Engine...  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Boulder Electric Vehicle - DV-500 Delivery Truck Application: Van Fuel Type: Electricity Power Source(s): Boulder Electric Vehicle - AC brushless induction motor with lithium-ion...

391

Alternative Fuels Data Center: Heavy-Duty Vehicle and Engine...  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Boulder Electric Vehicle - DV-500 Delivery Truck Boulder Electric Vehicle - AC brushless induction motor with lithium-ion batteries Fuel Type: Electricity...

392

Alternative Fuels Data Center: Heavy-Duty Vehicle and Engine...  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Hino - 195h Application: Vocational truck Fuel Type: Hybrid - Diesel Electric Power Source(s): Hino - Hino 5L Hybrid System(s): Hino - Hino Hybrid Drive...

393

"Dedicated To The Continued Education, Training and Demonstration of PEM Fuel Cell Powered Lift Trucks In Real-World Applications."  

DOE Green Energy (OSTI)

The project objective was to further assist in the commercialization of fuel cell and H2 technology by building further upon the successful fuel cell lift truck deployments that were executed by LiftOne in 2007, with longer deployments of this technology in real-world applications. We involved facilities management, operators, maintenance personnel, safety groups, and Authorities Having Jurisdiction. LiftOne strived to educate a broad group from many areas of industry and the community as to the benefits of this technology. Included were First Responders from the local areas. We conducted month long deployments with end-users to validate the value proposition and the market requirements for fuel cell powered lift trucks. Management, lift truck operators, Authorities Having Jurisdiction and the general public experienced 'hands on' fuel cell experience in the material handling applications. We partnered with Hydrogenics in the execution of the deployment segment of the program. Air Products supplied the compressed H2 gas and the mobile fueler. Data from the Fuel Cell Power Packs and the mobile fueler was sent to the DOE and NREL as required. Also, LiftOne conducted the H2 Education Seminars on a rotating basis at their locations for lift trucks users and for other selected segments of the community over the project's 36 month duration. Executive Summary The technology employed during the deployments program was not new, as the equipment had been used in several previous demos and early adoptions within the material handling industry. This was the case with the new HyPx Series PEM - Fuel Cell Power Packs used, which had been demo'd before during the 2007 Greater Columbia Fuel Cell Challenge. The Air Products HF-150 Fueler was used outdoors during the deployments and had similarly been used for many previous demo programs. The methods used centered on providing this technology as the power for electric sit-down lift trucks at high profile companies operating large fleets. As a long-standing lift truck dealership, LiftOne was able to introduce the fuel cells to such companies in the demanding applications. Accomplishments vs Objectives: We were successful in respect to the stated objectives. The Education Segment's H2 Education Sessions were able to introduce fuel cell technology to many companies and reached the intended broad audience. Also, demos of the lift truck at the sessions as well as the conferences; expos and area events provided great additional exposure. The Deployments were successful in allowing the 6 participating companies to test the 2 fuel cell powered lift trucks in their demanding applications. One of the 6 sites (BMW) eventually adopted over 80 fuel cells from Plug Power. LiftOne was one of the 3 fuel cell demonstrators at BMW for this trial and played a major role in helping to prove the viability and efficiency of this alternative form of energy for BMW. The other 5 companies that participated in the project's deployments were encouraged by the trials and while not converting over to fuel cell power at this time, expressed the desire to revisit acquisition scenarios in the near future as the cost of fuel cells and infrastructure continue to improve. The Education sessions began in March of 2009 at the 7 LiftOne Branches and continued throughout the duration of the project. Attendees came from a large base of lift truck users in North Carolina, South Carolina and Virginia. The sessions were free and invitations were sent out to potential users and companies with intrigue. In addition to the Education content at the sessions (which was offered in a 'H2 101' format), LiftOne was able to demonstrate a working fuel cell powered lift truck, which proved to be a big draw with the 'hands on' experience. LiftOne also demo'd the fuel cell lift trucks at many conferences, expos, professional association meetings, trade shows and 'Green' events in major cities region including Charlotte, Greenville, and Columbia. Such events allowed for H2 Education Material to be presented, and recruit attendees for future sessi

Dever, Thomas J.

2011-11-29T23:59:59.000Z

394

Heavy-Duty Emissions Control: Plasma-Facilitated vs Reformer-Assisted Lean NOx Catalysis  

DOE Green Energy (OSTI)

Progress has been made in the control of combustion processes to limit the formation of environmentally harmful species, but lean burn vehicles, such as those powered by diesel engines used for the majority of commercial trucking and off-road applications, remain a major source of nitrogen oxides (NOx) and particulate matter (PM) emissions. Tighter control of the combustion process coupled with exhaust gas recirculation has brought emissions in line with 2004 targets worldwide. Additional modifications to the engine control system, somewhat limited NOx control, and PM filters will likely allow the 2007 limits to be met for the on-highway regulations for heavy-duty engines in the United States. Concern arises when the NOx emission limit of 0.2 g/bhphr set for the year 2010 is considered.

(1)Aardahl, C; (1)Rozmiarek, R; (1)Rappe, K; (1)Mendoza, D (2)Park, P

2003-08-24T23:59:59.000Z

395

Technology Analysis - Heavy Vehicle Technologies  

NLE Websites -- All DOE Office Websites (Extended Search)

the GPRA benefits estimates for EERE's Vehicle Technologies Program's heavy vehicle technology research activities. Argonne researchers develop the benefits analysis using four...

396

DEDICATED HEAVY ION MEDICAL ACCELERATORS  

E-Print Network (OSTI)

et al. , ,8iolog·ical and Medical Research with Acceleratedet al. , "Biological and Medical Research with J\\cceleratedic Heavy Ions in Medical and Scientific Research, Edmonton,

Gough, R.A.

2013-01-01T23:59:59.000Z

397

Heavy Ion Fusion development plan  

SciTech Connect

Some general cnsiderations in the fusion development program are given. The various factors are considered that must be determined before heavy ion fusion can be assessed. (MOW)

Maschke, A.W.

1978-01-01T23:59:59.000Z

398

A Multi-Year Program Plan for the Aerodynamic Design of Heavy Vehicles  

DOE Green Energy (OSTI)

The project tasks and deliverables are as follows: Computations and Experiments--(1) Simulation and analysis of a range of generic shapes, simplified to more complex, representative of tractor and integrated tractor-trailer flow characteristics using computational tools, (2) The establishment of an experimental data base for tractor-trailer models for code/computational method development and validation. The first shapes to be considered will be directed towards the investigation of tractor-trailer gaps and mismatch of tractor-trailer heights. (3) The evaluation and documentation of effective computational approaches for application to heavy vehicle aerodynamics based on the benchmark results with existing and advanced computational tools compared to experimental data, and (4) Computational tools and experimental methods for use by industry, National Laboratories, and universities for the aerodynamic modeling of heavy truck vehicles. Evaluation of current and new technologies--(1) The evaluation and documentation of current and new technologies for drag reduction based on published literature and continued communication with the heavy vehicle industry (e.g., identification and prioritization of tractor-trailer drag-sources, blowing and/or suction devices, body shaping, new experimental methods or facilities), and the identification and analysis of tractor and integrated tractor-trailer aerodynamic problem areas and possible solution strategies. (2) Continued industrial site visits. It should be noted that ''CFD tools'' are not only the actual computer codes, but descriptions of appropriate numerical solution methods. Part of the project effort will be to determine the restrictions or avenues for technology transfer.

None

2001-09-01T23:59:59.000Z

399

Very high energy heavy-ion accelerators  

SciTech Connect

A review is given of various programs for building heavy ion accelerators. Topics discussed are (1) options of reaching very high energies with heavy ions; (2) present performance of the superHILAC and the Bevalac; (3) heavy ion sources; (4) applications of heavy ion accelerators outside of basic research; and (5) reliability and operating costs of heavy ion sources. (PMA)

Grunder, H.A.

1975-10-01T23:59:59.000Z

400

L This Issue:  

Science Conference Proceedings (OSTI)

Page 1. Volume 92, Number 6, November-December 1987 Journal of Research of the National Bureau of Standards L This Issue: Departments ...

2010-04-08T23:59:59.000Z

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


401

ISSUES MANAGEMENT PROGRAM MANUAL  

Science Conference Proceedings (OSTI)

The Lawrence Berkeley National Laboratory (LBNL) Issues Management Program encompasses the continuous monitoring of work programs, performance and safety to promptly identify issues to determine their risk and significance, their causes, and to identify and effectively implement corrective actions to ensure successful resolution and prevent the same or similar problems from occurring. This document describes the LBNL Issues Management Program and prescribes the process for issues identification, tracking, resolution, closure, validation, and effectiveness of corrective actions. Issues that are governed by this program include program and performance deficiencies or nonconformances that may be identified through employee discovery, internal or external oversight assessment findings, suggested process improvements and associated actions that require formal corrective action. Issues may also be identified in and/or may result in Root Cause Analysis (RCA) reports, Price Anderson Amendment Act (PAAA) reports, Occurrence Reporting and Processing System (ORPS) reports, Accident Investigation reports, assessment reports, and External Oversight reports. The scope of these issues may include issues of both high and low significance as well as adverse conditions that meet the reporting requirements of the University of California (UC) Assurance Plan for LBNL or other reporting entities (e.g., U.S. Environmental Protection Agency, U.S. Department of Energy). Issues that are found as a result of a walk-around or workspace inspection that can be immediately corrected or fixed are exempt from the requirements of this document.

Gravois, Melanie

2007-06-27T23:59:59.000Z

402

Inside This Issue  

NLE Websites -- All DOE Office Websites (Extended Search)

Inside This Issue 1995 CAT Calendar APS Compton Award Established APSUO Seeks Nominees for Steering Committee Beamline Commissioning Workshop Held Commissioning of User Beamlines...

403

Diversity Issues Committee - History  

NLE Websites -- All DOE Office Websites (Extended Search)

Events leading to formation of Diversity Issues Committee Visit by American Physical Society Committee on the Status of Women in Physics (CSWP) to assess the work environment at...

404

Heavy Machine Shop | Central Fabrication Services | Brookhaven...  

NLE Websites -- All DOE Office Websites (Extended Search)

Heavy Machine Shop Heavy Machine Shop The Heavy Machine Shop facility is located in building 479, and may be accessed by the main door on the north face or front of the building....

405

PNNL: Pacific Northwest Technology Today - Issue Archive  

NLE Websites -- All DOE Office Websites (Extended Search)

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406

Accelerators for heavy ion inertial fusion: Progress and plans  

SciTech Connect

The Heavy Ion Inertial Fusion Program is the principal part of the Inertial Fusion Energy Program in the Office of Fusion Energy of the U.S. Department of Energy. The emphasis of the Heavy Ion Program is the development of accelerators for fusion power production. Target physics research and some elements of fusion chamber development are supported in the much larger Inertial Confinement Fusion Program, a dual purpose (defense and energy) program in the Defense Programs part of the Department of Energy. The accelerator research program will establish feasibility through a sequence of scaled experiments that will demonstrate key physics and engineering issues at low cost compared to other fusion programs. This paper discusses progress in the accelerator program and outlines how the planned research will address the key economic issues of inertial fusion energy.

Bangerter, R.O.; Friedman, A.; Herrmannsfeldt, W.B.

1994-08-01T23:59:59.000Z

407

Heavy crude oil recovery  

SciTech Connect

The oil crisis of the past decade has focused most of the attention and effort of researchers on crude oil resources, which are accepted as unrecoverable using known technology. World reserves are estimated to be 600-1000 billion metric tons, and with present technology 160 billion tons of this total can be recovered. This book is devoted to the discussion of Enhanced Oil Recovery (EOR) techniques, their mechanism and applicability to heavy oil reservoirs. The book also discusses some field results. The use of numerical simulators has become important, in addition to laboratory research, in analysing the applicability of oil recovery processes, and for this reason the last section of the book is devoted to simulators used in EOR research.

Okandan, E.

1984-01-01T23:59:59.000Z

408

HEAVY ION LINEAR ACCELERATOR  

DOE Patents (OSTI)

A linear accelerator of heavy ions is described. The basic contributions of the invention consist of a method and apparatus for obtaining high energy particles of an element with an increased charge-to-mass ratio. The method comprises the steps of ionizing the atoms of an element, accelerating the resultant ions to an energy substantially equal to one Mev per nucleon, stripping orbital electrons from the accelerated ions by passing the ions through a curtain of elemental vapor disposed transversely of the path of the ions to provide a second charge-to-mass ratio, and finally accelerating the resultant stripped ions to a final energy of at least ten Mev per nucleon.

Van Atta, C.M.; Beringer, R.; Smith, L.

1959-01-01T23:59:59.000Z

409

Inertially confined fusion using heavy ion drivers  

Science Conference Proceedings (OSTI)

The various technical issues of HIF will be briefly reviewed in this paper. It will be seen that there are numerous areas in common in all the approaches to HIF. In the recent International Symposium on Heavy Ion Inertial Fusion, the attendees met in specialized workshop sessions to consider the needs for research in each area. Each of the workshop groups considered the key questions of this report: (1) Is this an appropriate time for international collaboration in HIF (2) Which problems are most appropriate for such collaboration (3) Can the sharing of target design information be set aside until other driver and systems issues are better resolved, by which time it might be supposed that there could be a relaxation of classification of target issues (4) What form(s) of collaboration are most appropriate, e.g., bilateral or multilateral (5) Can international collaboration be sensibly attempted without significant increases in funding for HIF The authors of this report share the conviction that collaboration on a broad scale is mandatory for HIF to have the resources, both financial and personnel, to progress to a demonstration experiment. Ultimately it may be possible for a single driver with the energy, power, focusibility, and pulse shape to satisfy the needs of the international community for target physics research. Such a facility could service multiple experimental chambers with a variety of beam geometries and target concepts.

Herrmannsfeldt, W.B. (Stanford Linear Accelerator Center, Menlo Park, CA (United States)); Bangerter, R.O. (Lawrence Berkeley Lab., CA (United States)); Bock, R. (Gesellschaft fuer Schwerionenforschung mbH, Darmstadt (Germany)); Hogan, W.J.; Lindl, J.D. (Lawrence Livermore National Lab., CA (United States))

1991-10-01T23:59:59.000Z

410

Inertially confined fusion using heavy ion drivers  

Science Conference Proceedings (OSTI)

The various technical issues of HIF will be briefly reviewed in this paper. It will be seen that there are numerous areas in common in all the approaches to HIF. In the recent International Symposium on Heavy Ion Inertial Fusion, the attendees met in specialized workshop sessions to consider the needs for research in each area. Each of the workshop groups considered the key questions of this report: (1) Is this an appropriate time for international collaboration in HIF? (2) Which problems are most appropriate for such collaboration? (3) Can the sharing of target design information be set aside until other driver and systems issues are better resolved, by which time it might be supposed that there could be a relaxation of classification of target issues? (4) What form(s) of collaboration are most appropriate, e.g., bilateral or multilateral? (5) Can international collaboration be sensibly attempted without significant increases in funding for HIF? The authors of this report share the conviction that collaboration on a broad scale is mandatory for HIF to have the resources, both financial and personnel, to progress to a demonstration experiment. Ultimately it may be possible for a single driver with the energy, power, focusibility, and pulse shape to satisfy the needs of the international community for target physics research. Such a facility could service multiple experimental chambers with a variety of beam geometries and target concepts.

Herrmannsfeldt, W.B. [Stanford Linear Accelerator Center, Menlo Park, CA (United States); Bangerter, R.O. [Lawrence Berkeley Lab., CA (United States); Bock, R. [Gesellschaft fuer Schwerionenforschung mbH, Darmstadt (Germany); Hogan, W.J.; Lindl, J.D. [Lawrence Livermore National Lab., CA (United States)

1991-10-01T23:59:59.000Z

411

SYNCHROTRONS FOR HEAVY IONS - BEVALAC EXPERIENCE  

E-Print Network (OSTI)

Heavy Ions ir. Medical and Scientific Research", Edmonton,Heavy Ions in Medical and Scientific Research" Edmonton,vigorous medical and nuclear science research groups. The

Grunder, H.A.

2010-01-01T23:59:59.000Z

412

Glimpse of heavy electrons reveals "hidden order"  

NLE Websites -- All DOE Office Websites (Extended Search)

Glimpse of heavy electrons reveals "hidden order" Glimpse of heavy electrons reveals "hidden order" The remarkable breakthrough helps validate theory behind the observed increase...

413

Heavy ion fusion--Using heavy ions to make electricity  

E-Print Network (OSTI)

for a practical fusion power reactor. HIF is the only fusionenter the reactor chamber, and focus Heavy Ion Fusion ontoengineering test reactor. The promise of fusion as a power

Celata, C.M.

2004-01-01T23:59:59.000Z

414

The Hurricane Intensity Issue  

Science Conference Proceedings (OSTI)

The intensity issue of hurricanes is addressed in this paper using the angular momentum budget of a hurricane in storm-relative cylindrical coordinates and a scale-interaction approach. In the angular momentum budget in storm-relative coordinates,...

T. N. Krishnamurti; S. Pattnaik; L. Stefanova; T. S. V. Vijaya Kumar; B. P. Mackey; A. J. O’Shay; Richard J. Pasch

2005-07-01T23:59:59.000Z

415

ISSUES MANAGEMENT PROGRAM MANUAL  

E-Print Network (OSTI)

ISSUES MANAGEMENT PROGRAM MANUAL LBNL/PUB-5519 (1), Rev. 0and Analysis Program Manual. LBNL/PUB-5519 (1), Rev. 0the Regulations and Procedures Manual (RPM): CATS database o

Gravois, Melanie

2007-01-01T23:59:59.000Z

416

Volume III, Issue 9  

NLE Websites -- All DOE Office Websites (Extended Search)

Issue 9 September 2013 your connection to Brookhaven Lab's world-class science First NSLS-II Beamlines Begin to Take Shape BNL's National Synchrotron Light Source II will be a...

417

Biofuels Issues and Trends  

U.S. Energy Information Administration (EIA) Indexed Site

Biofuels Issues and Trends Biofuels Issues and Trends October 2012 Independent Statistics & Analysis www.eia.gov U.S. Department of Energy Washington, DC 20585 U.S. Energy Information Administration | Biofuels Issues and Trends i This report was prepared by the U.S. Energy Information Administration (EIA), the statistical and analytical agency within the U.S. Department of Energy. By law, EIA's data, analyses, and forecasts are independent of approval by any other officer or employee of the United States Government. The views in this report therefore should not be construed as representing those of the Department of Energy or other Federal agencies. October 2012 U.S. Energy Information Administration | Biofuels Issues and Trends ii Table of Contents

418

Heavy Ion Collisions at RHIC  

NLE Websites -- All DOE Office Websites (Extended Search)

at Heavy Ion Colliders at Heavy Ion Colliders Theory Drivers & View from LHC Urs Achim Wiedemann CERN PH-TH NSAC Implementation Subcommittee Hearings 7 September 2012 Heavy Ion Physics - Main Tools of Theorists Understanding properties of hot and dense matter from the elementary interactions in QCD High Energy Physics String Theory Computational Physics Fluid Dynamics Dissipative fluid dynamic description * Based on: E-p conservation: 2 nd law of thermodynamics: * Sensitive to properties of matter that are calculated from first principles in quantum field theory - EOS: and sound velocity - transport coefficients: shear , bulk viscosity, conductivities ...

419

NETL: News Release - DOE Issues Plan for Developing Ultra-Clean  

NLE Websites -- All DOE Office Websites (Extended Search)

January 27, 2001 January 27, 2001 DOE Issues Plan for Developing Ultra-Clean Transportation Fuels Workshops Also Scheduled for February to Plan Upcoming Competition for Supporting Science, Enabling Technologies PITTSBURGH, PA - With several initiatives underway to develop a new generation of "ultra-clean" transportation fuels, the Department of Energy has issued a document describing its overall strategy and plans for dramatically reducing pollution from tomorrow's cars and trucks through advances in technology. In a related action, the department's National Energy Technology Laboratory, which is coordinating much of the government's ultra-clean fuels research program, is planning three public workshops in February to begin identifying the key fundamental science and technology needs of the fuels industry and how federal programs can best address them.

420

Large Scale Duty Cycle (LSDC) Project: Tractive Energy Analysis Methodology and Results from Long-Haul Truck Drive Cycle Evaluations  

DOE Green Energy (OSTI)

This report addresses the approach that will be used in the Large Scale Duty Cycle (LSDC) project to evaluate the fuel savings potential of various truck efficiency technologies. The methods and equations used for performing the tractive energy evaluations are presented and the calculation approach is described. Several representative results for individual duty cycle segments are presented to demonstrate the approach and the significance of this analysis for the project. The report is divided into four sections, including an initial brief overview of the LSDC project and its current status. In the second section of the report, the concepts that form the basis of the analysis are presented through a discussion of basic principles pertaining to tractive energy and the role of tractive energy in relation to other losses on the vehicle. In the third section, the approach used for the analysis is formalized and the equations used in the analysis are presented. In the fourth section, results from the analysis for a set of individual duty cycle measurements are presented and different types of drive cycles are discussed relative to the fuel savings potential that specific technologies could bring if these drive cycles were representative of the use of a given vehicle or trucking application. Additionally, the calculation of vehicle mass from measured torque and speed data is presented and the accuracy of the approach is demonstrated.

LaClair, Tim J [ORNL

2011-05-01T23:59:59.000Z

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


421

DELTA-DIESEL ENGINE LIGHT TRUCK APPLICATION Contract DE-FC05-97OR22606 Final Report  

DOE Green Energy (OSTI)

DELTA Diesel Engine Light Truck Application End of Contract Report DE-FC05-97-OR22606 EXECUTIVE SUMMARY This report is the final technical report of the Diesel Engine Light Truck Application (DELTA) program under contract DE-FC05-97-OR22606. During the course of this contract, Detroit Diesel Corporation analyzed, designed, tooled, developed and applied the ''Proof of Concept'' (Generation 0) 4.0L V-6 DELTA engine and designed the successor ''Production Technology Demonstration'' (Generation 1) 4.0L V-6 DELTA engine. The objectives of DELTA Program contract DE-FC05-97-OR22606 were to: Demonstrate production-viable diesel engine technologies, specifically intended for the North American LDT and SUV markets; Demonstrate emissions compliance with significant fuel economy advantages. With a clean sheet design, DDC produced the DELTA engine concept promising the following attributes: 30-50% improved fuel economy; Low cost; Good durability and reliability; Acceptable noise, vibration and harshness (NVH); State-of-the-art features; Even firing, 4 valves per cylinder; High pressure common rail fuel system; Electronically controlled; Turbocharged, intercooled, cooled EGR; Extremely low emissions via CLEAN Combustion{copyright} technology. To demonstrate the engine technology in the SUV market, DDC repowered a 1999 Dodge Durango with the DELTA Generation 0 engine. Fuel economy improvements were approximately 50% better than the gasoline engine replaced in the vehicle.

Hakim, Nabil Balnaves, Mike

2003-05-27T23:59:59.000Z

422

Near and long term efficiency improvements to natural gas heavy duty engines. Quarterly technical progress report, July 1, 1997--September 30, 1997  

DOE Green Energy (OSTI)

Trucking Research Institute (TRI) in cooperation with the Department of Energy Office of Heavy Vehicle Technologies (DOE), South Coast Air Quality Management District (SCAQMD), and Gas Research Institute (GRI), requests proposals designed to support the Natural Gas Engine Enhanced Efficiency Program. This effort, which contains Programs A & B, is designed to fund projects that advance both the part and full load fuel efficiency of heavy-duty (250 hp plus) natural gas engines. Approximately $1.2 million will be available in Program A to fund up to three projects. These projects may target either or both near-term, and longer-term engine efficiency goals in addition, it is possible that one of the projects funded under Program A will be selected for additional funding for up to 42 months under Program B funding amounts are to be determined.

NONE

1997-10-10T23:59:59.000Z

423

Economic Feasibility of Converting Landfill Gas to Natural Gas for Use as a Transportation Fuel in Refuse Trucks  

E-Print Network (OSTI)

Approximately 136,000 refuse trucks were in operation in the United States in 2007. These trucks burn approximately 1.2 billion gallons of diesel fuel a year, releasing almost 27 billion pounds of greenhouse gases. In addition to contributing to global climate change, diesel-fueled refuse trucks are one of the most concentrated sources of health-threatening air pollution in most cities. The landfills that they ultimately place their waste in are the second largest source of human-related methane emissions in the United States, accounting for approximately 23 percent of these emissions in 2007. At the same time, methane emissions from landfills represent a lost opportunity to capture and use a significant energy resource. Many landfill-gas-to-energy (LFGTE) projects are underway in an attempt to curb emissions and make better use of this energy. The methane that is extracted from these landfills can be converted into a transportation fuel, sold as a pipeline-quality natural gas, operate turbines for electricity, or be flared. The unique relationship that occurs between refuse trucks' constant visits to the landfill and the ability of the landfill itself to produce a transportation fuel creates an ability to accomplish emissions reduction in two sectors with the implementation of using landfill gas to fuel refuse trucks. Landfill owners and operators are very reluctant to invest in large capital LFGTE projects without knowing their long-term feasibility. The costs and benefits associated with each LFGTE project have been presented in such a way that owners/operators can make informed decisions based on economics while also implementing clean energy technology. Owners/operators benefit from larger economic returns, and the citizens of the surrounding cities benefit from better air quality. This research focused on six scenarios: converting landfill gas (LFG) to liquefied natural gas (LNG) for use as a transportation fuel, converting LFG to compressed natural gas (CNG) for use as a transportation fuel, converting LFG to pipeline-quality natural gas, converting LFG to electricity, flaring LFG, and doing nothing. For the test case of a 280-acre landfill, the option of converting LFG to CNG for use as a transportation fuel provided the best benefit-cost ratio at 5.63. Other significant benefit-cost findings involved the LFG-to-LNG option, providing a 5.51 benefit-cost ratio. Currently, the most commonly used LFGTE option of converting LFG to electricity provides only a 1.35 benefit-cost ratio while flaring which is the most common mitigation strategy provides a 1.21, further providing evidence that converting LFG to LNG/CNG for use as a transportation fuel provides greater economic benefits than the most common LFGTE option or mitigation strategy.

Sprague, Stephen M.

2009-12-01T23:59:59.000Z

424

Texas AgriLife Research Procedure 21.01.08.A1.03 Vehicle Use Reports: Automobiles/Trucks Page 1 of 2 Texas AgriLife Research Procedures  

E-Print Network (OSTI)

Texas AgriLife Research Procedure 21.01.08.A1.03 Vehicle Use Reports: Automobiles/Trucks Page 1 of 2 Texas AgriLife Research Procedures 21.01.08.A1.03 VEHICLE USE REPORTS: AUTOMOBILES/TRUCKS Approved To comply with the provisions of the applicable civil statutes of the State of Texas, Texas Agri

425

The physics of heavy flavors  

SciTech Connect

We review the physics of heavy quark flavors, including weak decays, onium, tau leptons, mixing, the Kobayashi-Maskawa matrix, and CP violation in B decay. 36 refs., 12 figs.

Gilman, F.J.

1987-12-01T23:59:59.000Z

426

RHIC | Relativistic Heavy Ion Collider  

NLE Websites -- All DOE Office Websites (Extended Search)

indicate that collisions of small particles with large gold nuclei at the Relativistic Heavy Ion Collider may be serving up miniscule servings of hot quark-gluon plasma. RHIC...

427

Relativistic Heavy Ion Collider, RHIC  

NLE Websites -- All DOE Office Websites (Extended Search)

The Relativistic Heavy Ion Collider website has moved to www.bnl.govrhicdefault.asp Sponsored by the U.S. Department of Energy Office of Science, Office of Nuclear Physics. Last...

428

RHIC | Relativistic Heavy Ion Collider  

NLE Websites -- All DOE Office Websites (Extended Search)

Relativistic Heavy Ion Collider Relativistic Heavy Ion Collider Photo of LINAC The Relativistic Heavy Ion Collider (RHIC) is a world-class particle accelerator at Brookhaven National Laboratory where physicists are exploring the most fundamental forces and properties of matter and the early universe. RHIC accelerates beams of particles (e.g., the nuclei of heavy atoms such as gold) to nearly the speed of light, and smashes them together to recreate a state of matter thought to have existed immediately after the Big Bang some 13.8 billion years ago. STAR and PHENIX, two large detectors located around the 2.4-mile-circumference accelerator, take "snapshots" of these collisions to reveal a glimpse of the basic constituents of visible matter, quarks and gluons. Understanding matter at

429

LCLS Heavy Met Outgassing Tests  

Science Conference Proceedings (OSTI)

A Heavy Met that is 95% tungsten, 3% nickel and 2% iron and sintered to 100% density and is Ultra High Vacuum (UHV) compatible is proposed for use as the X-ray slit in the Front End Enclosure and the Fixed Mask for the Linac Coherent Light Source (LCLS). The Heavy Met was tested in the LLNL Vacuum Sciences and Engineering Lab (VSEL) to determine its outgassing rate and its overall compatibility with the vacuum requirements for LCLS.

Kishiyama, K. I.

2010-12-01T23:59:59.000Z

430

Alternative fuel trucks case studies: Running refuse haulers on compressed natural gas  

DOE Green Energy (OSTI)

This document details the experience of New York City`s compressed natural gas refuse haulers. These 35 ton vehicles have engines that displace 10 liters and provide 240 horsepower. Fuel economy, range, cost, maintenance, repair issues, and emissions are discussed. Photographs and figures illustrate the attributes of these alternative fuel vehicles.

Norton, P.; Kelly, K.

1996-07-01T23:59:59.000Z

431

Coal Transportation Issues (released in AEO2007)  

Reports and Publications (EIA)

Most of the coal delivered to U.S. consumers is transported by railroads, which accounted for 64 percent of total domestic coal shipments in 2004. Trucks transported approximately 12 percent of the coal consumed in the United States in 2004, mainly in short hauls from mines in the East to nearby coal-fired electricity and industrial plants. A number of minemouth power plants in the West also use trucks to haul coal from adjacent mining operations. Other significant modes of coal transportation in 2004 included conveyor belt and slurry pipeline (12 percent) and water transport on inland waterways, the Great Lakes, and tidewater areas (9 percent).

Information Center

2007-02-22T23:59:59.000Z

432

Cogeneration Operational Issues  

E-Print Network (OSTI)

A great deal of the discussions concerning congeneration projects are focused on the "avoided cost" and other legal issues which effect these projects. These areas are extremely important and are essential to the success of the venture. Equally important, however, are the operational Issues which impact the utility and the cogenerator. This paper addresses the utility perspective in regard to possible impact of cogeneration systems on utility service to other customer, safety and substation operations. Other operational issues also include utility transmission planning, generation planning and fuel mix decisions. All of these operational problems have an impact on the ratepayer in regard to quality of electric service and future rates. Both the cogenerator and the utility have an interest in solving these problems.

Williams, M.

1985-05-01T23:59:59.000Z

433

The transportable heavy-duty engine emissions testing laboratory  

DOE Green Energy (OSTI)

West Virginia University has designed and constructed a Transportable Emissions Testing Laboratory for measuring emissions from heavy duty vehicles, such as buses and trucks operating on conventional and alternative fuels. The laboratory facility can be transported to a test site located at, or nearby, the home base of the vehicles to be tested. The laboratory has the capability of measuring vehicle emissions as the vehicle is operated under either transient or steady state loads and speeds. The exhaust emissions from the vehicle is sampled and the levels of the constituents of the emission are measured. The laboratory consists of two major units; a power absorber unit and an emissions measurement unit. A power absorber unit allows for the connection of a dynamic load to the drive train of the vehicle so that the vehicle can be driven'' through a test cycle while actually mounted on a stationary test bed. The emissions unit contains instrumentation and equipment which allows for the dilution of the vehicle's exhaust with air. The diluteed exhaust is sampled and analyzed to measure the level of concentration of those constituents which have been identified to have impact on the clean environment. Sampling probes withdraw diluted exhaust which is supplied to a number of different exhaust gas analysis instruments. The exhaust gas analysis instruments have the capability to measure the levels of the following exhaust gas constituents: carbon monoxide (CO), carbon dioxide (CO{sub 2}), oxides of nitrogen (NO{sub x}), unburned hydrocarbons (HC), formaldehyde (HCHO), methane and particulate matter. Additional instruments or sampling devices can be installed whenever measurements of additional constituents are desired. A computer based, data acquisition system is used to continuously monitor a wide range of parameters important to the operation of the test and to record the test results.

Not Available

1991-05-01T23:59:59.000Z

434

The transportable heavy-duty engine emissions testing laboratory  

SciTech Connect

West Virginia University has designed and constructed a Transportable Emissions Testing Laboratory for measuring emissions from heavy duty vehicles, such as buses and trucks operating on conventional and alternative fuels. The laboratory facility can be transported to a test site located at, or nearby, the home base of the vehicles to be tested. The laboratory has the capability of measuring vehicle emissions as the vehicle is operated under either transient or steady state loads and speeds. The exhaust emissions from the vehicle is sampled and the levels of the constituents of the emission are measured. The laboratory consists of two major units; a power absorber unit and an emissions measurement unit. A power absorber unit allows for the connection of a dynamic load to the drive train of the vehicle so that the vehicle can be driven'' through a test cycle while actually mounted on a stationary test bed. The emissions unit contains instrumentation and equipment which allows for the dilution of the vehicle's exhaust with air. The diluteed exhaust is sampled and analyzed to measure the level of concentration of those constituents which have been identified to have impact on the clean environment. Sampling probes withdraw diluted exhaust which is supplied to a number of different exhaust gas analysis instruments. The exhaust gas analysis instruments have the capability to measure the levels of the following exhaust gas constituents: carbon monoxide (CO), carbon dioxide (CO{sub 2}), oxides of nitrogen (NO{sub x}), unburned hydrocarbons (HC), formaldehyde (HCHO), methane and particulate matter. Additional instruments or sampling devices can be installed whenever measurements of additional constituents are desired. A computer based, data acquisition system is used to continuously monitor a wide range of parameters important to the operation of the test and to record the test results.

1991-05-01T23:59:59.000Z

435

Accelerating News Issue 5  

E-Print Network (OSTI)

In this spring issue, we look at developments towards higher luminosity and higher energy colliders. We report on the technology developed for the remote powering of the LHC magnets and studies of diagnostics based on higher order mode port signals. We also inform you about the main outcome of the TIARA survey on market needs for accelerator scientists.

Szeberenyi, A

2013-01-01T23:59:59.000Z

436

In this issue  

SciTech Connect

The following topics are discussed in this issue: (1) review of a decade of research in plasma studies at Cornell, (2) reaching ignition temperature in a controlled thermonuclear reactor, (3) heating toroidal plasmas with electron beams, (4) new sources of very high power, and (5) an ion ring bottle for a fusion reactor. (MOW)

1977-12-01T23:59:59.000Z

437

Diversity Issues Committee - Mission Statement  

NLE Websites -- All DOE Office Websites (Extended Search)

Diversity Issues Committee Mission Statement Investigate and study issues relating to diversity in the SUF workforce. Provide recommendations to SUF management to improve the work...

438

3M heavy duty roto peen: Baseline report; Greenbook (chapter)  

SciTech Connect

The heavy-duty roto peen technology is being evaluated at Florida International University (FIU) as a baseline technology. It is a commercially available technology and has been used for various projects at locations throughout the country. In conjunction with FIU`s evaluation of efficiency and cost, this report covers the human factors assessment for safety and health issues. The heavy-duty roto peen allows for the selective removal of concrete substrates. The peen is a tungsten carbide shot brazed to a hardened steel rivet that is supported by a heavy-duty flexible flap. The shot rivet is kept captive to the tool by mounting the roto peen in a slotted hub. The heavy-duty roto peen is designed to be used with several commercially available pieces of equipment. The equipment being used will determine the width of each pass. The equipment being used with the roto peen is then connected to a vacuum system for dust collection during scabbling. The safety and health evaluation during the human factors assessment focused on two main areas: noise and dust.

NONE

1997-07-31T23:59:59.000Z

439

3M heavy duty roto peen: Baseline report  

SciTech Connect

The heavy-duty roto peen technology was being evaluated at Florida International University (FIU) as a baseline technology. It is a commercially available technology and has been used for various projects at locations throughout the country. In conjunction with FIU`s evaluation of efficiency and cost, this report covers the human factors assessment for safety and health issues. The heavy-duty roto peen allows for the selective removal of concrete substrates. The peen is a tungsten carbide shot brazed to a hardened steel rivet that is supported by a heavy-duty flexible flap. The shot rivet is kept captive to the tool by mounting the roto peen in a slotted hub. The heavy-duty roto peen is designed to be used with several commercially available pieces of equipment. The equipment being used will determine the width of each pass. The equipment being used with the roto peen is then connected to a vacuum system for dust collection during scabbling. The safety and health evaluation during the human factors assessment focused on two main areas: noise and dust.

NONE

1997-07-31T23:59:59.000Z

440

Opportunities for Low Cost Titanium in Reduced Fuel Consumption, Improved Emissions, and Enhanced Durability Heavy Duty Vehicles  

DOE Green Energy (OSTI)

The purpose of this study was to determine which components of heavy-duty highway vehicles are candidates for the substitution of titanium materials for current materials if the cost of those Ti components is very significantly reduced from current levels. The processes which could be used to produce those low cost components were also investigated. Heavy-duty highway vehicles are defined as all trucks and busses included in Classes 2C through 8. These include heavy pickups and vans above 8,500 lbs. GVWR, through highway tractor trailers. Class 8 is characterized as being a very cyclic market, with ''normal'' year volume, such as in 2000, of approximately 240,000 new vehicles. Classes 3-7 are less cyclic, with ''normal'' i.e., year 2000, volume totaling approximately 325,000 new vehicles. Classes 3-8 are powered about 88.5% by diesel engines, and Class 2C at very roughly 83% diesel. The engine portion of the study therefore focused on diesels. Vehicle production volumes were used in estimates of the market size for candidate components.

Kraft, E.H.

2002-07-22T23:59:59.000Z

Note: This page contains sample records for the topic "heavy trucks issues" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


441

Diesel-fueled solid oxide fuel cell auxiliary power units for heavy-duty vehicles  

DOE Green Energy (OSTI)

This paper explores the potential of solid oxide fuel cells (SOFCS) as 3--10 kW auxiliary power units for trucks and military vehicles operating on diesel fuel. It discusses the requirements and specifications for such units, and the advantages, challenges, and development issues for SOFCS used in this application. Based on system design and analysis, such systems should achieve efficiencies approaching 40% (lower heating value), with a relatively simple system configuration. The major components of such a system are the fuel cell stack, a catalytic autothermal reformer, and a spent gas burner/air preheater. Building an SOFC-based auxiliary power unit is not straightforward, however, and the tasks needed to develop a 3--10 kW brassboard demonstration unit are outlined.

Krause, T.; Kumar, R.; Krumpelt, M.

2000-05-15T23:59:59.000Z

442

RHIC | Relativistic Heavy Ion Collider  

NLE Websites -- All DOE Office Websites

Brookhaven National Laboratory Brookhaven National Laboratory search U.S. Department of Energy logo Home RHIC Science News Images Videos For Scientists Björn Schenke 490th Brookhaven Lecture, 12/18 Join Björn Schenke of Brookhaven Lab's Physics Department for the 490th Brookhaven Lecture, titled 'The Shape and Flow of Heavy Ion Collisions,' on Wednesday, Dec. 18, at 4 p.m. in Berkner Hall. droplets Tiny Drops of Hot Quark Soup-How Small Can They Be? New analyses indicate that collisions of small particles with large gold nuclei at the Relativistic Heavy Ion Collider may be serving up miniscule servings of hot quark-gluon plasma. RHIC Physics RHIC is the first machine in the world capable of colliding ions as heavy as gold. The Spin Puzzle RHIC is the world's only machine capable of colliding beams of polarized