To see the other types of publications on this topic, follow the link: Diesel trucks.
Journal articles on the topic 'Diesel trucks'
Create a spot-on reference in APA, MLA, Chicago, Harvard, and other styles
Consult the top 50 journal articles for your research on the topic 'Diesel trucks.'
Next to every source in the list of references, there is an 'Add to bibliography' button. Press on it, and we will generate automatically the bibliographic reference to the chosen work in the citation style you need: APA, MLA, Harvard, Chicago, Vancouver, etc.
You can also download the full text of the academic publication as pdf and read online its abstract whenever available in the metadata.
Browse journal articles on a wide variety of disciplines and organise your bibliography correctly.
1
Mareev, Ivan, and Dirk Sauer. "Energy Consumption and Life Cycle Costs of Overhead Catenary Heavy-Duty Trucks for Long-Haul Transportation." Energies 11, no. 12 (December 9, 2018): 3446. http://dx.doi.org/10.3390/en11123446.
Full textAbstract:
The overhead catenary truck is an interesting technology for long-haul transportation with heavy-duty trucks because it can combine the advantage of energy supply via catenary while driving and the flexibility of a battery truck on routes without catenary using the traction battery. This study investigates the energy consumptions of overhead catenary trucks on German highways and considers different configurations for the traction battery and catenary power system. Afterwards the life cycle costs of overhead catenary trucks are calculated for a specified long-haul transportation scenario and the results are compared to battery electric truck and diesel truck using the findings of a previous study by the authors. The energy consumption of the considered overhead catenary trucks is approximately equal to that of a battery electric truck but only about a half of the equivalent energy consumption of a conventional diesel truck. According to the cost assumptions in this study, the total life cycle costs of overhead catenary trucks can be in the range of the conventional diesel truck, showing the competitiveness of this alternative truck technology.
2
Kuznetsov, Ilya, Ivan Panachev, Georgiy Dubov, and Sergey Nokhrin. "Energy Assessment of BelAZ-75131 Gas-diesel Mining Dump Trucks Operation at Kuzbass Open Casts." E3S Web of Conferences 174 (2020): 03010. http://dx.doi.org/10.1051/e3sconf/202017403010.
Full textAbstract:
The parameters of the BelAZ-75131 heavy dump truck im- proved model using gas-diesel mixture are given in the paper. The moni- toring analysis of the conditions and operation indicators of BelAZ-75131 heavy dump truck using diesel and gaseous fuels is done. Numerical and percentage values of the replacement of diesel fuel with liquefied natural gas when transporting exploded rock mass are determined; the volume of diesel fuel and liquefied natural gas consumption has been established. The analytical dependence to calculate the cost per unit of energy during trans- portation by mining dump trucks with gas equipment is determined. The energy estimation of diesel and gas-diesel mining dump trucks operation is given.
3
Dubov, Georgiy, Dmitriy Trukhmanov, Iliya Kuznetsov, Sergey Nokhrin, and Aleksey Sergel. "Procedure for Haul Truck On-Board LNG Fuel Systems Performance Evaluation." E3S Web of Conferences 105 (2019): 03019. http://dx.doi.org/10.1051/e3sconf/201910503019.
Full textAbstract:
The state-of-the-art of the advantages of using liquefied natural gas as a motor fuel for haul trucks instead of oil motor fuel is considered. It is noted that the energy intensity of the process of rock mass hauling by dual-fuel (gas-diesel) haul trucks is less than that of haul trucks running on diesel only. It is argued that the most promising in relation to heavy-duty mining trucks, is the conversion of diesel engines to gas-diesel operation. The universal integrated procedure for evaluating currently used haul truck on-board cryogenic fuel systems performance is presented. The method of evaluating the “rate of replacement” of diesel fuel with liquefied natural gas, when operating haul trucks equipped with on-board cryogenic fuel systems, is described in detail. The possible sequence of per-cycle, per-ingle-shift and per-day monitoring of the rate of diesel fuel replacement with liquefied natural gas is presented. The method for evaluating the economic efficiency of the operation of high-payload-capacity haul trucks conversed to gas-diesel operation is given, which allows, among other things, determining the actual service life of on-board cryogenic fuel systems and their time to failure.
4
Eglynas, Tomas, Sergej Jakovlev, Valdas Jankunas, Rimantas Didziokas, Jolanta Januteniene, Darius Drungilas, Mindaugas Jusis, Edvinas Pocevicius, Marijonas Bogdevicius, and Arunas Andziulis. "Evaluation of the energy consumption of container diesel trucks in a container terminal: A case study at Klaipeda port." Science Progress 104, no. 3 (July 2021): 003685042110355. http://dx.doi.org/10.1177/00368504211035596.
Full textAbstract:
Introduction: In the paper, we examine the energy consumption efficiency of specialized container diesel trucks engaged in container transportation at a seaport terminal. Objectives: Using the container terminal at Klaipėda in Lithuania as the background for the research, we produced an improved energy consumption model for measuring the theoretical energy consumption and regeneration of diesel trucks at the terminal and provide a comparative analysis. Methods: We created a mathematical model which describes the instantaneous energy consumption of the diesel trucks, taking into account their dynamic properties and the overall geometry of their routes—“Ship-Truck-Stack-Ship”—using the superposition principle. We investigated other critical parameters relevant to the model and provide a statistical evaluation of the transportation process using data from a case study of Klaipėda port, where we collected measurements of container transportation parameters using georeferenced movement detection and logs from wireless equipment positioned on the diesel-powered container trucks. Results: The modeling results showed that an instantaneous evaluation of energy consumption can reveal areas in the container transportation process which have the highest energy loss and require the introduction of new management and process control initiatives to address the regulations which are designed to decrease harmful industrial emissions and encourage novel technologies and thereby increase the eco-friendliness of existing systems. Conclusion: Based on the research results, the article can provide a reference for the estimation of diesel truck efficiency in seaport terminal operations.
5
Dubov, Georgiy, Dmitriy Trukhmanov, Iliya Kuznetsov, Sergey Nokhrin, and Aleksey Sergel. "Prospects for the Use of Liquefied Natural Gas as a Motor Fuel for Haul Trucks." E3S Web of Conferences 105 (2019): 03018. http://dx.doi.org/10.1051/e3sconf/201910503018.
Full textAbstract:
The state-of-the-art of efficiency and relevance of the use of liquefied natural gas as a motor fuel for truck operation is considered. A brief analysis of economic and environmental benefits of using liquefied natural gas as a motor fuel is conducted. It is noted that liquefied natural gas seems to be the most promising alternative to oil fuels for high-payload-capacity haul trucks. It is affirmed that for the first time in Russia, in Kuzbass, OOO “Siber-Energo” successfully implemented an integrated project for the production of liquefied natural gas and its consumption in relation to high-payload-capacity BelAZ haul trucks. The data on the assessment of the energy intensity of the process of rock mass hauling by high-payload-capacity BelAZ 75131 haul trucks equipped with on-board cryogenic fuel system are presented. The data show that the energy intensity of the process of rock mass hauling by dual-fuel (gas-diesel) haul trucks is much less than that of diesel-powered haul trucks. It is said that, according to the energy criterion for evaluating the operation, it is more efficient to use haul trucks running on gas-diesel mixture.
6
Yang, X. F., H. Liu, H. Y. Man, and K. B. He. "Characterization of road freight transportation and its impact on the national emission inventory in China." Atmospheric Chemistry and Physics Discussions 14, no. 10 (June 11, 2014): 15219–56. http://dx.doi.org/10.5194/acpd-14-15219-2014.
Full textAbstract:
Abstract. Mobile source emission inventories serve as critical input for atmospheric chemical transport models, which are used to simulate air quality and understand the role of mobile source emissions. The significance of mobile sources is even more important in China because the country has the largest vehicle population in the world, and that population continues to grow rapidly. Estimating emissions from diesel trucks is a critical work in mobile source emission inventories due to the importance and difficulties associated with estimating emissions from diesel trucks. Although diesel trucks are major contributors of nitrogen oxide (NOx) and primary particulate matter smaller than 2.5 μm (PM2.5), there are still more obstacles on the existing estimation of diesel truck emissions compared with that of cars; long-range freight transportation activities are complicated, and much of the basic data remain unclear. Most of existing inventories were based on local registration number. However, according to our research, a large number of trucks are conducting long-distance inter-city or inter province transportation. Instead of the local registration number based approach, a road emission intensity-based (REIB) approach is introduced in this research. To provide efficient data for the REIB approach, 1060 questionnaire responses and approximately 1.7 million valid seconds of onboard GPS monitoring data were collected. Both the questionnaire answers and GPS monitoring results indicated that the driving conditions on different types of road have significant impacts on the emission levels of freight trucks. We present estimated emissions of NOx and primary PM2.5 from diesel freight trucks for China in 2011. Using the REIB approach, the activity level and distribution data are obtained from the questionnaire answers. Emission factors are calculated with the International Vehicle Emission (IVE) model that interpolated local on-board measurement results in China according to the GPS monitoring data on different roads. Depending on the results in this research, the largest differences among the emission factors (in g km−1) on different roads exceed 70 and 50% for NOx and PM2.5, respectively. The differences were caused by different driving conditions that we monitored via GPS. The estimated NOx and PM2.5 emissions from diesel freight trucks in China were 5.0 (4.8–7.2) million t and 0.20 (0.17–0.22) million t, respectively, via the REIB approach in 2011. Another implication of this research is that different road infrastructure would have different impacts for NOx and PM2.5 emissions. A region with more inter-city freeways or national roads tends to have more NOx emissions, while urban streets play a more important role in primary PM2.5 emissions from freight trucks. Compared with former studies, which allocate emissions according to local truck registration number and neglect inter-region long distance transport trips, the REIB approach has advantages regarding the allocation of diesel truck emissions into the provinces. Furthermore, the different driving conditions on the different roads types are no longer overlooked with this approach.
7
Miller, Terry L., Wayne T. Davis, Gregory D. Reed, Prakash Doraiswamy, and Joshua S. Fu. "Characteristics and Emissions of Heavy-Duty Vehicles in Tennessee Under the MOBILES Model." Transportation Research Record: Journal of the Transportation Research Board 1842, no. 1 (January 2003): 99–108. http://dx.doi.org/10.3141/1842-12.
Full textAbstract:
Heavy-duty vehicle (HDV) classifications used for modeling emissions in the MOBILE6 model have been expanded from 2 classifications in MOBILE5 to 16 classifications in MOBILE6. The new classifications are based on vehicle weight and fuel used (i.e., gasoline or diesel). The heavier vehicles have higher emissions, so it is important to use correct vehicle weight distributions. Tennessee’s HDV registration data show a distribution very similar to the national defaults, but with more vehicles in the heaviest weight category (HDV8B). More than 50% of Tennessee’s HDVs fall in the lightest vehicle category (HDV2B). The biggest difference in truck characteristics in Tennessee versus national defaults in MOBILE6 is the higher HDV fraction on Tennessee rural Interstates. Also, the ratio of single-unit trucks to trailer trucks varies considerably by facility type. The emissions of volatile organic compounds and carbon monoxide per mile of travel of gasoline-fueled single-unit trucks can be 2.5 to 5 times higher than those of heavy-duty diesel trailer trucks. The emissions of nitrogen oxides per mile of travel of diesel-fueled tractor–trailer trucks can be five times higher than those of gasoline-fueled single-unit trucks. For these reasons it is important to accurately characterize the HDV fleet. The characteristics of the Tennessee HDV fleet are compared with national defaults used in MOBILE6, and a new scheme for classifying vehicles by road type is presented.
8
Khazin, Mark L. "Directions of Career Transport Development." Недропользование 21, no. 3 (December 15, 2021): 144–50. http://dx.doi.org/10.15593/2712-8008/2021.3.7.
Full textAbstract:
Since the beginning of the civilization emergence, people began to use the minerals extraction on the surface of the Earth and the rock mass transportation. One of the main tasks of the mining industry is the transportation of an increasing rock mass amount from the quarry, which has caused the need to increase the power and carrying capacity of mining dump trucks. Today, we can assume that the revolutionary period of increasing the carrying capacity in the creation of heavy-duty dump trucks is over. Further improvement of the designs of frame dump trucks is impractical. To create super-powerful dump trucks capable of efficiently transporting rock mass from deep horizons, fundamentally different designs of machines and power plants are needed. The most important requirement for promising machines is to minimize the negative impact on the environment. In its development, mining vehicles have come a long way: a hand wheelbarrow - a horse cart - a truck - a diesel mining dump truck - a diesel-electric mining dump truck - an electric mining dump truck - an unmanned electric mining dump truck. According to the law of the transition from quantity to quality, it can be assumed that the period of increasing the carrying capacity of mining dump trucks has ended (quantitative changes), and a new period of qualitative changes begins (the development of new types of mining transport, an increase in the specific capacity of a power plant, the use of other energy carriers, etc.). An important area is the use of artificial intelligence: robotic dump trucks, self-diagnostic systems, etc. The main requirement for promising machines is to reduce the cost of transporting rock mass and a minimum negative impact on the environment.
9
Yang, X. F., H. Liu, H. Y. Man, and K. B. He. "Characterization of road freight transportation and its impact on the national emission inventory in China." Atmospheric Chemistry and Physics 15, no. 4 (February 26, 2015): 2105–18. http://dx.doi.org/10.5194/acp-15-2105-2015.
Full textAbstract:
Abstract. Diesel trucks are major contributors of nitrogen oxides (NOx) and primary particulate matter smaller than 2.5 μm (PM2.5) in the transportation sector. However, there are more obstacles to existing estimations of diesel-truck emissions compared with those of cars. The obstacles include both inappropriate methodology and missing basic data in China. According to our research, a large number of trucks are conducting long-distance intercity or interprovincial transportation. Thus, the method used by most existing inventories, based on local registration number, is inappropriate. A road emission intensity-based (REIB) approach is introduced in this research instead of registration-population-based approach. To provide efficient data for the REIB approach, 1060 questionnaire responses and approximately 1.7 million valid seconds of onboard GPS monitoring data were collected in China. The estimated NOx and PM2.5 emissions from diesel freight trucks in China were 5.0 (4.8–7.2) million tonnes and 0.20 (0.17–0.22) million tonnes, respectively, in 2011. The province-based emission inventory is also established using the REIB approach. It was found that the driving conditions on different types of road have significant impacts on the emission levels of freight trucks. The largest differences among the emission factors (in g km−1) on different roads exceed 70 and 50% for NOx and PM2.5, respectively. A region with more intercity freeways or national roads tends to have more NOx emissions, while urban streets play a more important role in primary PM2.5 emissions from freight trucks. Compared with the inventory of the Ministry of Environment Protection, which allocates emissions according to local truck registration number and neglects interregional long-distance transport trips, the differences for NOx and PM2.5 are +28 and −57%, respectively. The REIB approach matches better with traffic statistical data on a provincial level. Furthermore, the different driving conditions on the different roads types are no longer overlooked with this approach.
10
Collier, Sonya, Chris Ruehl, Seungju Yoon, Kanok Boriboonsomsin, Thomas D. Durbin, George Scora, Kent Johnson, and Jorn Herner. "Impact of Heavy-Duty Diesel Truck Activity on Fuel Consumption and Its Implication for the Reduction of Greenhouse Gas Emissions." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 3 (March 2019): 125–35. http://dx.doi.org/10.1177/0361198119834548.
Full textAbstract:
Activity data from 79 line-haul and vocational trucks were analyzed to estimate trip-averaged fuel consumption per distance driven and per work performed. The 79 trucks had engine model years ranging from 2008 to 2015 and average (±standard deviation) miles per gallon of 5.5 ± 1.7, which is comparable to other large fleet studies. Engine output work used to overcome various forms of resistance was minimized at vehicle speeds between 54 and 60 mph, which led to best fuel economy. The average gallons-per-brake horsepower-hour (gal/BHP-HR) was 0.058 ± 0.0085. When comparing the gal/BHP-HR per trip speed, higher average trip speeds led to improved fuel economy (lower gal/BHP-HR). In the case of out-of-state line-haul trucks, fuel economy was also dependent on model year. The newer model year out-of-state line-haul truck (2014) had a significant improvement in fuel economy compared with the older model year trucks (2012 and 2013). This could be the result of more stringent CO2 emission standards beginning for model year 2014 trucks under the Phase 1 Greenhouse Gas rule, but data on more vehicles would further corroborate this. The trip-averaged CO2 emissions were calculated for each truck and it was found that some truck groups displayed consistent trip-averaged emissions whereas others displayed high variability despite belonging to the same fleet. Several of the trucks engaged in significant idling, with a median contribution to their CO2 emissions of 4.2%.
11
Karlsson, Johannes, and Anders Grauers. "Energy Distribution Diagram Used for Cost-Effective Battery Sizing of Electric Trucks." Energies 16, no. 2 (January 9, 2023): 779. http://dx.doi.org/10.3390/en16020779.
Full textAbstract:
One possible step for reducing humans’ use of fossil fuel due to transport tasks is to replace diesel trucks with battery electric ones. This paper introduces the energy distribution diagram, which makes it easy to visualise the trucks’ daily energy consumption over their full service life. The energy distribution is used to investigate which driving patterns are suitable for cost-effective battery electric trucks when compared to commercial diesel trucks. It is shown that the battery capacity that results in the lowest cost per kilowatt-hour propulsion energy depends on the driving pattern, and an algorithm for selecting the most cost-effective capacity is presented. In many instances, it was found that battery electric trucks competed favourably with diesel trucks, especially when the trucks had low variations in daily energy consumption. It is beneficial to determine the circumstances under which they may be cheaper, as this will facilitate the transition to battery electric trucks in segments with a reduced overall cost of ownership.
12
Dallmann, T. R., T. B. Onasch, T. W. Kirchstetter, D. R. Worton, E. C. Fortner, S. C. Herndon, E. C. Wood, et al. "Characterization of particulate matter emissions from on-road gasoline and diesel vehicles using a soot particle aerosol mass spectrometer." Atmospheric Chemistry and Physics 14, no. 14 (July 29, 2014): 7585–99. http://dx.doi.org/10.5194/acp-14-7585-2014.
Full textAbstract:
Abstract. Particulate matter (PM) emissions were measured in July 2010 from on-road motor vehicles driving through a highway tunnel in the San Francisco Bay area. A soot particle aerosol mass spectrometer (SP-AMS) was used to measure the chemical composition of PM emitted by gasoline and diesel vehicles at high time resolution. Organic aerosol (OA) and black carbon (BC) concentrations were measured during various time periods that had different levels of diesel influence, as well as directly in the exhaust plumes of individual heavy-duty (HD) diesel trucks. BC emission factor distributions for HD trucks were more skewed than OA distributions (N = 293), with the highest 10% of trucks accounting for 56 and 42% of total measured BC and OA emissions, respectively. OA mass spectra measured for HD truck exhaust plumes show cycloalkanes are predominate in exhaust OA emissions relative to saturated alkanes (i.e., normal and iso-paraffins), suggesting that lubricating oil rather than fuel is the dominant source of primary organic aerosol (POA) emissions in diesel vehicle exhaust. This finding is supported by the detection of trace elements such as zinc and phosphorus in the exhaust plumes of individual trucks. Trace elements were emitted relative to total OA at levels that are consistent with typical weight fractions of commonly used additives present in lubricating oil. A comparison of measured OA and BC mass spectra across various sampling periods revealed a high degree of similarity in OA and BC emitted by gasoline and diesel engines. This finding indicates a large fraction of OA in gasoline exhaust is lubricant-derived as well. The similarity in OA and BC mass spectra for gasoline and diesel engine exhaust is likely to confound ambient source apportionment efforts to determine contributions to air pollution from these two important sources.
13
Zietsman, Josias, Jeremy Johnson, Tara Ramani, Reza Farzaneh, Michael Rodgers, Alexander Samoylov, Yanzhi “Ann” Xu, and Amy Moore. "Effectiveness of Idle Reduction Technologies in Reducing Driver Exposure to Diesel Emissions." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 25 (May 4, 2018): 1–10. http://dx.doi.org/10.1177/0361198118769901.
Full textAbstract:
The purpose of this study was to investigate the effectiveness of idle reduction technologies (IRTs) in reducing driver exposure to diesel exhaust, and to study the cost effectiveness of these technologies. IRTs are devices that provide heating and cooling to the cabin of a truck without idling the truck engine. The focus was on diesel-powered IRTs (auxiliary power units and fuel-operated heaters), and their impact on particulate matter (PM2.5) exposure of drivers sleeping or resting in the truck’s cabin. The focus was on diesel-powered IRTs as these devices generate their own emissions, potentially exacerbating in-cab exposure levels. The project involved initial field data collection at truck stops in the states of Georgia, Texas and California. This was followed by laboratory testing in an environmentally controlled test chamber on a sample of trucks, with and without the use of IRTs. The study findings showed that the use of IRTs resulted in a significant reduction of PM2.5 levels in the truck cabin when compared with the baseline scenario of a truck parked with the engine off and the doors and windows closed. Idling the truck engine and running the air conditioning system was also found to reduce in-cabin PM2.5 levels relative to the baseline. The study supports the premise that IRTs reduce driver exposure to diesel exhaust. Additionally, it was found that these devices are cost effective in that they all have payback periods of less than five years, making them viable alternatives to idling the truck engine during long-duration rest periods.
14
Wu, Xiaoyuan, Pengyu Liu, and Xinbao Lu. "Study on Operating Cost Economy of Battery-Swapping Heavy-Duty Truck in China." World Electric Vehicle Journal 12, no. 3 (September 4, 2021): 144. http://dx.doi.org/10.3390/wevj12030144.
Full textAbstract:
In recent years, battery-swapping heavy-duty trucks have seen rapid growth in China. Summarizing from the practical experiences gained in this development, and starting from market research and analysis of the most typical city of application case, Beijing, we aim to achieve the following: (ⅰ) Establish an operating cost model for battery-swapping heavy-duty trucks throughout a full operation cycle from the perspective of a heavy-duty truck freight transport capacity operator, based on four key cost dimensions, including transportation equipment, operation and maintenance, environmental protection compensation, and battery recycling compensation. (ⅱ) Calculate and compare the operating cost economy of battery-swapping heavy-duty trucks and other types of heavy-duty truck under different energy supplement modes, including charging, hydrogenation, and diesel. (ⅲ) Propose suggestions for faster and more successful heavy-duty truck electrification. The results indicate that battery-swapping heavy-duty trucks have good cost economy in a full operation cycle under specific scenario, and their economy will be improved with the popularization of battery-swapping stations.
15
Bogomolov, Alexander R., Georgiy M. Dubov, and Sergey S. Azikhanov. "Comparative analysis of the concentration of CO2, CO, CH, and O2 in the exhaust gases of BelAZ dump trucks that use liquefied natural gas as a motor fuel." Nexo Revista Científica 35, no. 02 (June 30, 2022): 552–65. http://dx.doi.org/10.5377/nexo.v35i02.14634.
Full textAbstract:
The paper aims to compare the CO2, CO, CH, and O2 concentrations in the exhaust gases of Cummins KTA 50 diesel engines of BelAZ 75131 mining dump trucks equipped with an onboard cryogenic fuel system and running on diesel and gas-diesel fuel at coal mines of Kuzbass (Russia). The research novelty lies in determining ecological efficiency when using liquefied natural gas (methane) as a motor fuel for heavy-duty mining dump trucks. In the near future, the use of this type of motor fuel will minimize the anthropogenic impact on the environment by reducing harmful emissions and provoking the environmental safety of the region where a large amount of mining equipment is used in coal mining enterprises. The demand for mining dump trucks, their operating conditions, and the world experience in converting mining equipment to liquefied natural gas (methane) were briefly analyzed. The use of alternative fuel sources for heavy-duty mining trucks is a promising way to reduce harmful emissions into the atmosphere. This paper presents a research technique. The data on the study of the CO2, CO, and CH groups and O2 concentrations in the exhaust gases of Cummins KTA 50 diesel engines of BelAZ 75131 mining dump trucks hauling rock mass are presented. The obtained data on the CO2, CO, and CH groups and O2 concentrations during diesel and gas-diesel operation of empty and laden BelAZ 75131 mining dump trucks when going uphill and downhill were substantiated. The results of calculating the average weighted emissions of the CO2, CO, and CH groups in the exhaust gases of Cummins KTA 50 diesel engines were presented.
16
Inkinen, Tommi, and Esa Hämäläinen. "Reviewing Truck Logistics: Solutions for Achieving Low Emission Road Freight Transport." Sustainability 12, no. 17 (August 19, 2020): 6714. http://dx.doi.org/10.3390/su12176714.
Full textAbstract:
Low emission logistics have become an expected and desired goal in all fields of transportation, particularly in the European Union. Heavy-duty trucks (HDTs) are significant producers of emissions and pollution in inland transports. Their role is significant, as in multimodal transport chains truck transportation is, in most cases, the only viable solution to connect hinterlands with ports. Diesel engines are the main power source of trucks and their emission efficiency is the key challenge in environmentally sound freight transportation. This review paper addresses the academic literature focusing on truck emissions. The paper relies on the preliminary hypothesis that simple single solutions are nonexistent and that there will be a collection of suggestions and solutions for improving the emission efficiency in trucks. The paper focuses on the technical properties, emission types, and fuel solutions used in freight logistics. Truck manufacturing, maintenance, and other indirect emissions like construction of road infrastructure have been excluded from this review.
17
Tadubana, Gomolemo, Boyce Sigweni, and Raymond Suglo. "Case-based reasoning system for prediction of fuel consumption by haulage trucks in open-pit mines." International Journal of Electrical and Computer Engineering (IJECE) 11, no. 4 (August 1, 2021): 3129. http://dx.doi.org/10.11591/ijece.v11i4.pp3129-3136.
Full textAbstract:
The shovel-truck system is commonly used in open-pit mining operations. Truck haulage cost constitutes about 26% of open-pit mining costs as the trucks are mostly powered by diesel whose cost is escalating annually. Therefore, reducing fuel consumption could lead to a significant decrease in overall mining costs. Various methods have been proposed to improve fuel efficiency in open-pit mines. Case-based reasoning (CBR) can be used to estimate fuel consumption by haulage trucks. In this work, CBR methods namely case-based reasoning using forward sequential selection (CBR-FSS), traditional CBR, and Naïve techniques were used to predict fuel consumption by trucks operating at Orapa Mine. The results show that the CBR method can be used to predict fuel consumption by trucks in open-pit mines; the predicted values of fuel consumption using the CBR-FSS technique gave much lower absolute residual values, higher standardised accuracy values, and effect sizes than those of other prediction techniques on all the datasets used. The system will enable mine planners to know the fuel consumed per trip and allow them to take mitigation measures on trucks with high fuel consumption.
18
Ahluwalia, Rajesh K., Xiaohua Wang, Dionissios D. Papadias, and Andrew G. Star. "Performance and Total Cost of Ownership of a Fuel Cell Hybrid Mining Truck." Energies 16, no. 1 (December 27, 2022): 286. http://dx.doi.org/10.3390/en16010286.
Full textAbstract:
The main objective of this work was to investigate the potential of hydrogen and fuel cells replacing diesel and internal combustion engines in the ultraclass haul trucks deployed in the mining sector. Performance, range, durability, and cost are the main criteria considered for comparing the two fuels and engine options. Fuel cell system (FCS) performance is characterized in terms of heat rejection, efficiency, and fuel consumption for a hybrid platform equivalent to a 3500 hp diesel engine operating on a representative open pit mining duty cycle. A hybrid platform was chosen because the heat rejection, with a constrained radiator frontal area, limits the maximum fuel cell-rated power by about 50% compared to that of the diesel truck. The hybrid powertrain was 81–88% more efficient than the diesel powertrain on the truck duty cycle. A liquid hydrogen storage system is required for an equal range or time between refilling, but the packaging remains a challenge. Fuel cell and battery durability were evaluated for their performance degradation and lifetime. Achieving a fuel cell lifetime comparable to the time between major overhauls for diesel trucks necessitates the oversizing of the membrane-active area, catalyst overloading, and voltage clipping. For an equal lifetime, the battery must be oversized to control its depth of discharge and charge/discharge rates. A total cost of ownership (TCO) analysis considering the initial capital expenditures, as well as the lifetime cost of fuel, operation, and maintenance, indicates that fuel cells and hydrogen can compete with diesel. A breakeven fuel cost for TCO parity is obtained if H2 is available at USD 5.79–6.85/kg vs. diesel at USD 3.25/gal and the FCS-specific cost is USD 323/kWe relative to USD 250/kW for a diesel genset. Volume manufacturing is required for FCS cost reduction. High volume is possible through the standardization, modularity, and proliferation of class 8 long-haul truck systems across different heavy-duty applications.
19
Davis, Stacy C., and Lorena F. Truett. "Sales and Impact of Class 2b Trucks." Transportation Research Record: Journal of the Transportation Research Board 1842, no. 1 (January 2003): 1–8. http://dx.doi.org/10.3141/1842-01.
Full textAbstract:
Vehicles in the upper portion of the Class 2 weight range [6,000 to 10,000 lb gross vehicle weight rating (GVWR)] were identified and examined, and their impact was assessed. Class 2b vehicles (GVWR of 8,500 to 10,000 lb) include pickup trucks, sport utility vehicles, and large vans. Oak Ridge National Laboratory researched each individual truck model to determine which models were Class 2b trucks and developed four methodologies to derive sales volumes. Two methods were recommended for producing believable and reliable results. The results of the study indicate that in calendar year 1999, 521,000 Class 2b vehicles (6.4% of sales of all trucks under 10,000 lb) were sold; 82% of Class 2b vehicles sold were pickups, and one-third of Class 2b vehicles sold had diesel engines. In 2000, 5.8 million Class 2b vehicles (7.8% of all trucks under 10,000 lb) were on the road; 24% of the Class 2b vehicle population had diesel engines, and Class 2b vehicles accounted for 8% of annual miles traveled by trucks under 10,000 lb and 9% of fuel use. Data on Class 2b vehicles are scarce. As the Tier 2 standards (which apply to passenger vehicles in the 8,500 to 10,000 lb GVWR category) become effective, additional data—not only about emissions, but also about all areas—on Class 2b vehicles may become available. At the moment, distinguishing Class 2b vehicles from all Class 2 vehicles is a substantial task that requires individual model data.
20
Fritz, S. G., and R. I. Egbuonu. "Emissions From Heavy-Duty Trucks Converted to CNG." Journal of Engineering for Gas Turbines and Power 114, no. 3 (July 1, 1992): 561–67. http://dx.doi.org/10.1115/1.2906625.
Full textAbstract:
Emissions are reported for four heavy-duty trucks, which were converted to operate on compressed natural gas fuel. Two 1988 model year Ford F700 Series trucks equipped with 7.0 L gasoline engines and two 1986 model year GMC trucks equipped with DDC 8.2 L diesel engines were tested on a heavy-duty chassis dynamometer in a baseline condition and again after conversion to natural gas. The vehicles were tested over the EPA Urban Dynamometer Driving Schedule for Heavy-Duty Vehicles and at no-load curb idle. Regulated emissions of NOx, CO, HC, and diesel particulate, along with nonmethane hydrocarbons, are reported in grams/mile. Fuel economy is reported in energy-equivalent miles per gallon of gasoline or diesel fuel.
21
Wu, Rui, Honglei Xu, Jie Liu, Xiaowen Yang, Xiaoyu Tan, Weiwei Gong, and Jing Lin. "Layout Methods of Monitoring Stations for Diesel Freight Trucks Emission Supervision Using Highway Traffic Survey Data—— Taking Shanxi Province as an Example." E3S Web of Conferences 145 (2020): 02026. http://dx.doi.org/10.1051/e3sconf/202014502026.
Full textAbstract:
The in-use diesel trucks have high use intensity, high mobility, and frequent excessive emissions, which have become one of the important air pollution sources. The Action Plan for Tackling the Challenges of Diesel Truck Pollution Control issued by the Chinese government requires the establishment of a national monitoring network for transport-related air pollution and the use of various means to monitor diesel truck emissions. This study briefly summarized the requirements for diesel truck emission monitoring and supervision. Relying on the highway network traffic survey data, a method for identifying the main route of regional highway freight transportation was proposed. Then referring to the experience of highway air quality monitoring networks at home and abroad, the article proposed layout methods for roadside air quality monitoring stations, vehicle remote sensing monitoring stations, and road inspection stations, which fills the gap in domestic methods. At last, a demonstration study on the layout plan for the in-use diesel truck emissions monitoring stations in Shanxi Province was carried out. Taking Shanxi’s main highway freight corridors as the key supervision area, this article screened out 44 roadside air quality monitoring stations, 24 vehicle remote sensing monitoring stations, and 15 road inspection stations.
22
Lindgren, Lars, Anders Grauers, Jonas Ranggård, and Rikard Mäki. "Drive-Cycle Simulations of Battery-Electric Large Haul Trucks for Open-Pit Mining with Electric Roads." Energies 15, no. 13 (July 2, 2022): 4871. http://dx.doi.org/10.3390/en15134871.
Full textAbstract:
Transport of ore and overburden in open-pit mines is often performed with large haul trucks. Battery-electric operation of haul trucks can significantly reduce the CO2 emissions and the fossil fuel dependence of open-pit mining. This simulation study investigates the feasibility and economy of operating large haul trucks battery-electrically, charging from an electric road system in the form of overhead trolley lines. The used simulation model is verified against measurements on diesel-electric haul trucks in normal operation. The simulation model is then tested with five drive cycles representing typical operations in the Aitik copper mine in northern Sweden. This simulation study shows that battery-electric operation with an electric road is feasible. It is shown that battery-electric operation is much cheaper than diesel-electric operation under reasonable assumptions. It is also much cheaper than diesel-electric operation assisted by an electric road.
23
Link, Steffen, and Patrick Plötz. "Technical Feasibility of Heavy-Duty Battery-Electric Trucks for Urban and Regional Delivery in Germany—A Real-World Case Study." World Electric Vehicle Journal 13, no. 9 (August 27, 2022): 161. http://dx.doi.org/10.3390/wevj13090161.
Full textAbstract:
Cutting greenhouse gas emissions to comply with the Paris Agreement is challenging for road freight. While heavy-duty battery-electric trucks (BET) promise tremendous and immediate reduction potential, literature increasingly confirms technical feasibility in general, and several manufacturers launched BET models. However, their real-world application is still being questioned by fleet owners due to the limited range or payload penalties. Thus, our case study aims to assess the technical feasibility of urban and regional delivery in Germany based on real-world and per-vehicle operational data that feed into an energy simulation with Monte-Carlo modeling. Our results demonstrate the importance of vehicle-specific examination for the right battery capacity that ideally matches the vehicle’s operating profile. We find that full electrification may be most accessible for 18-t and 26-t rigid solo trucks, soon followed by tractor-trailers, while truck-trailers turn out as most challenging. With up to 600 kWh battery capacity available in all truck classes, we find nearly 40% of all transport performance and 60% of all diesel trucks may be replaced with BET—while already 400 kWh is sufficient for half of all trucks. Additional measures such as intermediate charging and adjusted and more flexible truck-tour allocation may significantly accelerate electrification.
24
Kneba, Zbigniew. "The Possibility of Co-Combustion of Gaseous Fuel in Compression Ignition Engines." Applied Mechanics and Materials 831 (April 2016): 256–62. http://dx.doi.org/10.4028/www.scientific.net/amm.831.256.
Full textAbstract:
The article presents an analysis of the possibilities of co-combustion of two fuels in truck diesel engines. The goal of usage two different fuels is to lower coast of exploitation heavy duty trucks and buses. The two systems were introduced In first the ignition in cylinder is initiated by diesel oil small dose then main dose of methane is burned. In the alternative system the share of diesel oil is much greater and the mixture of propane butane is only additional fuel. Measurement results of first inwestigations has been presented. The important remarks about setting pilot injection dose and injection time angle were munched.
25
DeGaspari, John. "A New Dawn for Diesel." Mechanical Engineering 127, no. 01 (January 1, 2005): 26–31. http://dx.doi.org/10.1115/1.2005-jan-1.
Full textAbstract:
This article reviews that diesel engines are more expensive than gasoline engines and the lower fuel prices in the United States make buying decisions based on fuel economy alone unlikely. Many of the advancements have gone largely unnoticed by US drivers, who still view diesels as workhorses for large trucks. But some proponents of diesel say that a combination of higher torque, better fuel economy, and smooth, quiet engine performance could sway a significant number of drivers here to consider diesels for smaller, personal-use vehicles. Diesels provide better fuel efficiency than gasoline engines do and are well suited to heavy loads and continuous driving. Hauling a heavy load up a steep grade, the difference in fuel economy could be as high as 75 percent compared to conventional gasoline engines. Diesels could make a bigger impact on fuel consumption from a fleet perspective in this country, where people favor larger vehicles, than in Europe. Diesels deliver higher torque at lower speeds than gasoline engines, allowing drivers to get away with a comparatively smaller, lower horsepower diesel without sacrificing acceleration or towing capacity.
26
Spessert, Bruno, and Martin Fischer. "Noise emission of combustion engines and road vehicles - a historical review." INTER-NOISE and NOISE-CON Congress and Conference Proceedings 263, no. 4 (August 1, 2021): 2095–101. http://dx.doi.org/10.3397/in-2021-2049.
Full textAbstract:
This paper deals with the historical development of the noise emission of cars, trucks and their petrol and diesel engines; it focus on the European Union and the time period between 1910 and 2020. Combustion engines were and are important noise sources of road vehicles. Until around 1970 engine noise levels were increased strongly by higher speeds, by higher cylinder pressures and especially for truck engines by the introduction of the diesel combustion process. The noise emission was mainly caused by the drive train until the 1960ies for cars and until the 1970ies for trucks. Since then the development of acoustically more advantageous engines was forced by noise regulations and simultaneously enabled by technical advancements. As a consequence of the acoustical optimization of the engines the tire/road noise became dominant. Despite of the technical advancements the road noise stress of the population is still much too high. Therefor the necessary short-term reduction of noise stress has to be realized by regulatory measures.
27
Harter, Marlene, Tom Schipper, Lukasz Zwirello, Andreas Ziroff, and Thomas Zwick. "Detection of Overhead Contact Lines with a 2D-Digital-Beamforming Radar System for Automatic Guidance of Trolley Trucks." International Journal of Vehicular Technology 2013 (March 6, 2013): 1–5. http://dx.doi.org/10.1155/2013/914351.
Full textAbstract:
The benefit of trolley truck systems is the substitution of the diesel fuel by the cheaper and more ecological electrical energy. Trolley trucks are powered by electricity from two overhead contact lines, where one is the supply and the other the return conductor. Such trolley trucks are used for haulage at open pit mining sites but could also be used for freight traffic at roadways in the future. Automatic guidance prevents the trolley-powered trucks from leaving the track and thus allows higher operating speeds, higher loading capacity, and greater efficiency. Radar is the ideal sensing technique for automatic guidance in such environments. The presented radar system with two-dimensional digital beamforming capability offers a compact measurement solution as it can be installed on top of the truck. Besides the distance measurement, this radar system allows to detect the location and inclination of the overhead contact lines by digital beamforming in two dimensions. Besides automatic guidance, the knowledge of the inclination of the overhead contact lines could allow automatic speed adaption, which would help to achieve maximum speed especially in hilly terrain.
28
Farzaneh, Reza, Jeremy Johnson, Rohit Jaikumar, Tara Ramani, and Joe Zietsman. "Use of Vehicle Telematics Data to Characterize Drayage Heavy-Duty Truck Idling." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 11 (September 10, 2020): 542–53. http://dx.doi.org/10.1177/0361198120945990.
Full textAbstract:
The goal of this study is to evaluate potential air-quality applications of global positioning system (GPS) data from trucks in the Houston–Galveston Area Council’s (H-GAC) Drayage Loan Program (DLP), along with data collection using portable activity measurement systems (PAMS). PAMS data were collected at 1 Hz frequency from 39 heavy-duty trucks. Of these, 31 were diesel-powered DLP participant trucks operating in the Houston area and the remainder were local CNG trucks. The DLP participant trucks were also being tracked by H-GAC via GPS. PAMS and GPS data were used for data analyses to provide insight into idling events, truck activity (vehicle miles traveled and speeds), and geospatial analysis of trip origins and destinations. Finally, the GPS and PAMS datasets for the DLP participant trucks were used to analyze differences between GPS and PAMS data for vehicle idling and activity. The data analyses were conducted using an integrated data analytics tool (Microsoft Power BI), which allowed for data integration, analysis, dashboarding, and mapping on a single platform. The study results show that 91% of DLP participant truck activities occur during the day, with low average speeds largely from extensive idling. The data analytics system developed in this study can be used to identify, implement, and measure performance of idling reduction strategies for a specific region and operation type. For example, the data can be used to investigate whether a battery–electric air conditioning system is effective for the operation of a target fleet.
29
Dubov, Georgiy, Alexander Bogomolov, Sergey Azikhanov, Pavel Strelnikov, and Sergey Nokhrin. "Temperature parameters in the combustion chambers of CUMMINS KTA-50 engines operating on various fuels under different fuel consumption rates." E3S Web of Conferences 315 (2021): 03011. http://dx.doi.org/10.1051/e3sconf/202131503011.
Full textAbstract:
The issue of a comparative study of fuel consumption and temperature characteristics of gas-diesel BelAZ 75131 mining dump trucks equipped with an on-board cryogenic fuel system and hauling rock mass at the Kuzbass open-pit coal mine is considered in the article. A brief analysis of the efficiency of using liquefied natural gas (LNG) - methane - as a motor fuel for mining dump trucks is carried out. It is noted that the use of LNG fuel for heavy-duty dump trucks is one of the most promising ways to improve the environmental and economic performance during the operation of this type of mining equipment. The technique and instrumental base for conducting research are presented. The relationship between natural ratios of diesel fuel replacement with natural gas and the energy charge of these replacement is studied. The following data are presented: data on the consumption of vaporous (gaseous superheated) natural gas (hereinafter gaseous natural gas) during field operation of gas-diesel BelAZ 75131 mining dump trucks; flow rate of gaseous natural gas in pipelines; consumption of antifreeze at the inlet to the liquefied natural gas evaporator, as well as antifreeze temperature at the inlet and outlet of the evaporator; temperature of gaseous natural gas at the outlet of the reducer after the evaporator; data on the comparison of temperature profiles in the cylinders of CUMMINS KTA 50 internal combustion engine under diesel and gas-diesel operation.
30
Barth, Matthew J., and Ramakrishna R. Tadi. "Emissions Comparison between Truck and Rail: Case Study of California I-40." Transportation Research Record: Journal of the Transportation Research Board 1520, no. 1 (January 1996): 44–52. http://dx.doi.org/10.1177/0361198196152000106.
Full textAbstract:
A comprehensive goods movement study of the California Interstate 40 corridor (from Barstow to Needles) has recently been completed. This study attempted to characterize goods movement in the region, perform a corridor emissions analysis, and make recommendations in terms of capacity and improvements, as well as economic feasibility of using rail in conjunction with trucks for goods movement. The emissions analysis of goods movement along the I-40 corridor is examined, specifically emissions of carbon monoxide, hydrocarbons, nitrogen oxides (NOx), and particulate matter associated with both truck and rail traffic. Heavy-duty diesel truck emissions are estimated using truck activity data recorded along the corridor. A unique methodology is used to calculate these truck emissions, incorporating road grade factors and determining engine load on a link-by-link basis. These emissions are then compared with the emissions associated with freight trains that travel along this I-40 corridor. On the basis of current (1994) truck and rail volumes, it was found that goods moved by rail produces lower emissions, except for NOx, which is slightly higher for rail. The factor decrease of other pollutants ranges from 2.49 to 8.50, which is consistent with other recent studies. Given the amount of pollutants produced by trucks, shifting some of the freight from trucks to rail with a greater emphasis on intermodal business should reduce the total freight emissions along the I-40 corridor.
31
Dallmann, T. R., T. B. Onasch, T. W. Kirchstetter, D. R. Worton, E. C. Fortner, S. C. Herndon, E. C. Wood, et al. "Characterization of particulate matter emissions from on-road gasoline and diesel vehicles using a soot particle aerosol mass spectrometer." Atmospheric Chemistry and Physics Discussions 14, no. 3 (February 14, 2014): 4007–49. http://dx.doi.org/10.5194/acpd-14-4007-2014.
Full textAbstract:
Abstract. Particulate matter (PM) emissions were measured in July 2010 from on-road motor vehicles driving through a highway tunnel in the San Francisco Bay area. A soot particle aerosol mass spectrometer (SP-AMS) was used to measure the chemical composition of PM emitted by gasoline and diesel vehicles at high time resolution. Organic aerosol (OA) and black carbon (BC) concentrations were measured during various time periods that had different levels of diesel influence, as well as directly in the exhaust plumes of individual heavy-duty (HD) diesel trucks. BC emission factor distributions for HD trucks were more skewed than OA distributions, with the highest 10% of trucks accounting for 56 and 42% of total measured BC and OA emissions, respectively. A comparison of measured OA and BC mass spectra across various sampling periods revealed a high degree of similarity in BC and OA emitted by gasoline and diesel engines. Cycloalkanes predominate in exhaust OA emissions relative to saturated alkanes (i.e., normal and iso-paraffins), suggesting that lubricating oil rather than fuel is the dominant source of primary organic aerosol (POA) emissions in diesel vehicle exhaust. This finding is supported by the detection of trace elements such as zinc and phosphorus in the exhaust plumes of individual trucks. Trace elements were emitted relative to total OA at levels that are consistent with typical weight fractions of commonly used additives present in lubricating oil. The presence of trace elements in vehicle exhaust raises the concern that ash deposits may accumulate over time in diesel particle filter systems, and may eventually lead to performance problems that require servicing.
32
Smajla, Ivan, Daria Karasalihović Sedlar, Branko Drljača, and Lucija Jukić. "Fuel Switch to LNG in Heavy Truck Traffic." Energies 12, no. 3 (February 6, 2019): 515. http://dx.doi.org/10.3390/en12030515.
Full textAbstract:
Liquefied natural gas (LNG) use as a fuel in road and maritime traffic has increased rapidly, and it is slowly entering railroad traffic as well. The trend was pushed by the state administrations of mainly EU countries and international organizations seeing LNG as a cost-effective and environmentally friendly alternative to diesel. Different infrastructural projects for the widespread use of LNG in transport have been launched around the world. The main goal of this paper was to analyze use of LNG as a fuel for heavy trucks. Different aspects of LNG chain were analyzed along with economical and ecological benefits of LNG application. Filling stations network for LNG were described for the purpose of comparative analysis of diesel and LNG heavy trucks. Conclusion has shown that using LNG as propellant fuel has numerous advantages over the use of conventional fuels. The higher initial investment of the LNG road vehicles could be amortized in their lifetime use, and in the long-term they are more affordable than the classic diesel vehicles. In addition to cost-effectiveness, LNG road vehicles reduce CO2 emissions. Therefore, the environmental goals in transport, not only of the member states but worldwide, could not be met without LNG in heavy truck traffic.
33
Cui, Min, Yingjun Chen, Yanli Feng, Cheng Li, Junyu Zheng, Chongguo Tian, Caiqing Yan, and Mei Zheng. "Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles." Atmospheric Chemistry and Physics 17, no. 11 (June 9, 2017): 6779–95. http://dx.doi.org/10.5194/acp-17-6779-2017.
Full textAbstract:
Abstract. With the rapid growth in the number of both non-road and on-road diesel vehicles, the adverse effects of particulate matter (PM) and its constituents on air quality and human health have attracted increasing attentions. However, studies on the characteristics of PM and its composition emitted from diesel vehicles are still scarce, especially under real-world driving conditions. In this study, six excavators and five trucks that provided a wide range of emission standards and operation modes were tested, and PM emissions and their constituents – including organic carbon (OC), elemental carbon (EC), water-soluble ions (WSIs), elements, and organic species like polycyclic aromatic hydrocarbons (PAHs), n-alkanes, and hopanes – as well as steranes were analyzed and characterized. The average emission factors for PM (EFPM) from excavator and truck emissions were 829 ± 806 and 498 ± 234 mg kg−1 fuel, respectively. EFPM and PM constituents were significantly affected by fuel quality, operational mode, and emission standards. A significant correlation (R2 = 0. 79, p < 0. 01) was found between EFPM for excavators and the sulfur contents in fuel. The highest average EFPM for working excavators was 904 ± 979 mg kg−1 fuel as a higher engine load required in this mode. From pre-stage 1 to stage 2, the average EFPM for excavators decreased by 58 %. For trucks, the average non-highway EFPM at 548 ± 311 mg kg−1 fuel was higher than the highway EFPM at 497 ± 231 mg kg−1 fuel. Moreover, the reduction rates were 63.5 and 65.6 % when switched from China II and III to China IV standards, respectively. Generally, the PM composition emitted from excavators was dominated by OC (39. 2 ± 21. 0 %) and EC (33. 3 ± 25. 9 %); PM from trucks was dominated by EC (26. 9 ± 20. 8 %), OC (9. 89 ± 12 %), and WSIs (4. 67 ± 5. 74 %). The average OC ∕ EC ratios for idling and working excavators were 3 to 4 times higher than those for moving excavators. Although the EFPM for excavators and trucks was reduced with the constraint of regulations, the element fractions for excavators increased from 0.49 % in pre-stage 1 to 3.03 % in stage 2, and the fraction of WSIs for the China IV truck was 5 times higher than the average value of all other-level trucks. Furthermore, as compared with other diesel vehicles, wide ranges were found for excavators of the ratios of benzo[a]anthracene ∕ (benzo[a]anthracene + chrysene) (0.26–0.86), indeno[1,2,3-cd]pyrene ∕ (indeno[1,2,3-cd]pyrene + benzo[ghi]perylene) (0.20–1.0), and fluoranthene ∕ (fluoranthene + pyrene) (0.24–0.87), which might be a result of the complex characteristics of the excavator operation modes. A comparison of our results with those in the literature revealed that on-board measurement data more accurately reflect actual conditions. Although the fractions of the 16 priority PAHs in PM from the excavator and truck emissions were similar, the equivalent concentrations of total benzo[a]pyrene of excavators were 31 times than that for trucks, implying that more attention should be paid to non-road vehicle emissions.
34
Jung, Sungwoon, Sunmoon Kim, Taekho Chung, Heekyoung Hong, Seunghwan Lee, and Jaehyun Lim. "Emission Characteristics of Hazardous Air Pollutants from Medium-Duty Diesel Trucks Based on Driving Cycles." Sustainability 13, no. 14 (July 13, 2021): 7834. http://dx.doi.org/10.3390/su13147834.
Full textAbstract:
Studies on the characteristics of hazardous air pollutants (HAPs) in the emissions of medium-duty diesel trucks are significantly insufficient compared to those on heavy-duty trucks. This study investigated the characteristics of regulated pollutants and HAPs, such as volatile organic compounds (VOCs), aldehydes, and polycyclic aromatic hydrocarbons (PAHs), and estimated non-methane hydrocarbon (NMHC) speciation in the emissions of medium-duty diesel trucks. Ten medium-duty diesel trucks conforming to Euros 5 and 6 were tested for four various driving cycles (WLTC, NEDC, CVS-75, and NIER-9) using a chassis dynamometer. In an urban area such as Seoul, CO and NMHC emissions were increased because of its longer low-speed driving time. NOx emissions were the highest in the high-speed phase owing to the influence of thermal NOx. PM emissions were almost not emitted because of the DPF installation. Alkanes dominated non-methane volatile organic compound (NMVOC) emissions, 36–63% of which resulted from the low reaction of the diesel oxidation catalyst. Formaldehyde emissions were the highest for 35–53% among aldehydes irrespective of driving cycles. By sampling the particle-phase of PAHs, we detected benzo(k)fluoranthene and benzo(a)pyrene and estimated the concentrations of the gas-phase PAHs with models to obtain the total PAH concentrations. In the particle portion, benzo(k)fluoranthene and benzo(a)pyrene were over 69% and over 91%, respectively. The toxic equivalency quantities of benzo(k)fluoranthene and benzo(a)pyrene from NIER-9 (cold) for both Euro 5 and Euro 6 vehicles were more than five times higher than those of NIER (hot) and NEDC. In the case of NMHC speciation, formaldehyde emissions were the highest for 10–45% in all the driving cycles. Formaldehyde and benzene must be controlled in the emissions of medium-duty diesel trucks to reduce their health threats. The results of this study will aid in establishing a national emission inventory system for HAPs of mobile sources in Korea.
35
Atkins, Penny, Gareth Milton, Andrew Atkins, and Robert Morgan. "A Local Ecosystem Assessment of the Potential for Net Negative Heavy-Duty Truck Greenhouse Gas Emissions through Biomethane Upcycling." Energies 14, no. 4 (February 3, 2021): 806. http://dx.doi.org/10.3390/en14040806.
Full textAbstract:
Decarbonising heavy-duty trucks is challenging due to high journey power and energy requirements. With a growing fleet of commercial vehicles in the UK, biomethane can provide significant reductions in greenhouse gas (GHG) emissions compared to fossil diesel. Methane is a potent GHG with a global warming potential (GWP) of 23–36, therefore reducing levels in the atmosphere can have a significant impact on climate change. There are a range of anthropogenic sources of methane that could be collected and processed to provide sustainable energy (upcycled), e.g., agricultural waste and the waste water system. This paper explores the impact of using upcycled methane in transport in South East England, evaluating local sources of anthropogenic methane and the environmental and economic impact of its use for a heavy-duty truck compared to fossil and battery electric alternatives. Analysis concludes that the use of upcycled methane in transport can provide significant reductions in lifecycle GHG emissions compared to diesel, fossil natural gas or battery electric trucks, and give net negative GHG emissions where avoided environmental methane emissions are considered. Furthermore, upcycling solutions can offer a lower cost route to GHG reduction compared to electrification.
36
Suthisripok, Tongchit, and Teerasak Ruechakiatdtikun. "Biodiesel B10 – An Alternative Fuel for Diesel Pick-Up Trucks." Advanced Materials Research 931-932 (May 2014): 1007–14. http://dx.doi.org/10.4028/www.scientific.net/amr.931-932.1007.
Full textAbstract:
From the test study of the use of biodiesel B10 in a diesel pick-up truck with an engine size not over 2500 cc, it showed that biodiesel B10 can be effectively used as an alternative fuel giving low polluted emission. On dynamometer performance test of the Isuzu TFR 2500 Di pick-up truck used over 200,000 kilometers, it resulted that the maximum power output from the use of diesel was 60.9 hp@3,630 rpm whereas from the use of biodiesel B10 was 58.1 hp@3,700 rpm which was about 4.6% lower. Considering the heating value of diesel of 35,970 kJ/l, it was 8.4% higher than that of the pure biodiesel (32,940 kJ/l). Since biodiesel B10 is a mixture of 10% pure biodiesel and 90% diesel fuel, and the molecular structure of biodiesel contains 11%wt oxygen gives better combustion. However, biodiesel was more viscous compared to diesel at the same fuel injection pressure of 180 kgf/cm2, therefore, the fuel nozzle injector was changed to a 5-hole nozzle from the original 4-hole nozzle for better fuel spray and atomization in the combustion chamber. The maximum power output of 58.6 hp@3,685 rpm was achieved but the fuel consumption rate and soot emission were lower. Comparing the road test results at the average speed of 90 km/h, the average consumption rate of biodiesel B10 was 16.4 km/l which was about 5.2% higher than that of diesel of 17.3 km/l. When changing to 5-hole fuel injector, the average consumption rate of biodiesel B10 was 18.4 km/l, about 12.2% saver than from the original 4-hole nozzle use. Similarly the average consumption rate of diesel when using the 5-hole nozzle injector was saver to 18.6 km/l. It clearly provided better fuel atomization in the combustion chamber. From the random emission measurements, it showed that there was 33.7% soot from using biodiesel B10 which was lower than the use of diesel of 34.2% for 4-hole fuel injector, and decreased to 31.2% when switching to the 5-hole fuel injector. Keywords: biodiesel, B10, alternative fuel, diesel pick-up truck, fuel nozzle injector
37
Zhang, Shuanghong, Lei Yu, and Guohua Song. "Emissions Characteristics for Heavy-Duty Diesel Trucks Under Different Loads Based on Vehicle-Specific Power." Transportation Research Record: Journal of the Transportation Research Board 2627, no. 1 (January 2017): 77–85. http://dx.doi.org/10.3141/2627-09.
Full textAbstract:
Both operating modes and emissions factors for heavy-duty diesel (HDD) trucks were analyzed under different loads to understand the effect of vehicle loads on emissions. Second-by-second speed data for different loads for HDD trucks were collected first. Then a method for calculating the vehicle-specific power (VSP) values and an emissions model for heavy-duty vehicles by using the VSP value were developed to evaluate the effect of different vehicle loads. The VSP distributions and emissions characteristics for fully loaded and unloaded trucks were analyzed and compared. The results illustrate that the fully loaded vehicles spent more time driving in steady modes and the time percentage of VSP values in the bin of 0 kW/ton for fully loaded trucks was lower than the percentage for unloaded trucks. However, the time percentage at the positive VSP value was significantly higher than the percentage for the unloaded trucks. The emissions factors of fully loaded trucks were significantly higher than those of unloaded trucks. Emissions factors were affected the most at speed intervals of 20 to 40 km/h, with emissions factors for carbon dioxide, carbon monoxide (CO), oxides of nitrogen (NOx), hydrocarbon, and particulate matter (PM) at 20.4%, 23.5%, 29.0%, 11.7%, and 9.4% higher, respectively, than those levels for unloaded vehicles. With an increase of travel speed, the impact of the load on emissions weakened. Vehicle loads had the greatest effect on emissions of NOx, followed by emissions of CO. PM emissions were the least affected by vehicle loads. The impact of vehicle loads on emissions was affected by different acceleration behaviors under different loads.
38
Becker, Henrik, and Bernd Heid. "Elektro-Laster überholen ab 2030 die Diesel." Lebensmittel Zeitung 74, no. 47 (2022): 42. http://dx.doi.org/10.51202/0947-7527-2022-47-042.
Full textAbstract:
Die Kombination von schneller technischer Entwicklung, staatlicher Förderung und Massenproduktion dürfte E-Lkw mit Batterie schon Mitte der 2030er-Jahre zum in Europa meistverkauften Lastertyp machen. E-Trucks mit Wasserstoff-Antrieb werden kurze Zeit später konkurrenzfähig.
39
Fryś, Andrzej. "Aircraft Diesel engines CENTURION 1,7 i 4,0." Combustion Engines 120, no. 1 (February 1, 2005): 50–53. http://dx.doi.org/10.19206/ce-117411.
Full textAbstract:
Contemporary land transportation including locomotives, trucks, buses, coaches as well as passenger cars are propelled with a diesel engine. Diesel engines are widely appplied in marine transportation and aviation. The article is a presentation of the history of development of aviation engines and a showcase of the JUMO and CENTURION engines.
40
Zolotov, V. A. "Features of technical requirements for operational properties automotive engine oils in new specifications." World of petroleum products 05 (2021): 23–27. http://dx.doi.org/10.32758/2782-3040-2021-0-5-23-27.
Full textAbstract:
Analytical information on the state of the art in the development and implementation of new foreign requirements in the specifications for motor oils for serial and future automobile engines, taking into account global trends in environmental protection, is presented. Global technical requirements for the level of properties of engine oils are traditionally improved, both in the direction of meeting the design features of new engines and their operating conditions. For example, the market for motor oils for automotive diesel engines is gradually moving to products with lower kinematic viscosity with the advancement of the advantages of new technologies, which makes them more accessible for use by truck fleets. Over the past decades, engine oils with viscosity grades 15W-40 according to SAE (Society of Automotive Engineers - SAE) in the heavy truck market and 10W-30 according to SAE in the passenger car market have been the main ones. More recently, there has been a transition to truck operation on SAE 10W-30 viscosity grades, and a trend has gradually emerged towards the use of the latest category of engine oils for diesel engines FA-4 API (American Petroleum Institute - API) with a lower viscosity. Currently, the demand is shifting towards low-viscosity oils that meet the three needs of diesel engines for trucks [1].
41
Towoju, Olumide Adewole. "Impact of Adopting Diesel-CNG Dual-Fuel Engine on Haulage." International Journal of Sustainable Energy and Environmental Research 11, no. 1 (May 18, 2022): 37–42. http://dx.doi.org/10.18488/13.v11i1.2996.
Full textAbstract:
Climate change brought about by the emission of Greenhouse Gases (GHG) has shone a spotlight on the role of the internal combustion engine. These engines are significant contributors to GHG emissions. However, there have been recent improvements in their design. Natural gas produces lower GHG emissions during combustion, making it suitable as a fuel in internal combustion engines. Aside from the emission impact of gasoline and diesel, the collapse of Nigeria’s petroleum refineries has impacted the availability of the products and caused them to have exorbitant prices for the populace. The country is, however, richly blessed with natural gas, which is waiting to be tapped and put to use. The conversion of a fleet of diesel trucks by a local haulage company will have both financial and GHG emissions impacts. This study investigates these impacts. By the fifty-third month, the investment starts to yield dividends, which accrue to over $34,000 over the useful life of each truck. Also, for each converted truck there is a reduction in GHG emissions of around 13.22 tons annually.
42
Bachmann, Chris, Franco Chingcuanco, Heather MacLean, and Matthew J. Roorda. "Life-Cycle Assessment of Diesel-Electric Hybrid and Conventional Diesel Trucks for Deliveries." Journal of Transportation Engineering 141, no. 4 (April 2015): 05014008. http://dx.doi.org/10.1061/(asce)te.1943-5436.0000761.
Full text
43
Bodziony, Przemysław, Zbigniew Kasztelewicz, and Piotr Sawicki. "The Problem of Multiple Criteria Selection of the Surface Mining Haul Trucks." Archives of Mining Sciences 61, no. 2 (June 1, 2016): 223–43. http://dx.doi.org/10.1515/amsc-2016-0017.
Full textAbstract:
Abstract Vehicle transport is a dominant type of technological processes in rock mines, and its profit ability is strictly dependent on overall cost of its exploitation, especially on diesel oil consumption. Thus, a rational design of transportation system based on haul trucks should result from thorough analysis of technical and economic issues, including both cost of purchase and its further exploitation, having a crucial impact on the cost of minerals extraction. Moreover, off-highway trucks should be selected with respect to all specific exploitation conditions and even the user’s preferences and experience. In this paper a development of universal family of evaluation criteria as well as application of evaluation method for haul truck selection process for a specific exploitation conditions in surface mining have been carried out. The methodology presented in the paper is based on the principles of multiple criteria decision aiding (MCDA) using one of the ranking method, i.e. ELECTRE III. The applied methodology has been allowed for ranking of alternative solution (variants), on the considered set of haul trucks. The result of the research is a universal methodology, and it consequently may be applied in other surface mines with similar exploitation parametres.
44
Aravosis, G. D. "Twenty-First Century Truck Electronics—Today's Global Challenge." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 203, no. 1 (January 1989): 1–9. http://dx.doi.org/10.1243/pime_proc_1989_203_141_02.
Full textAbstract:
The main catalyst for use of state-of-the-art electronics in commercial trucks in the United States is the need to meet EPA emission standards for the 1990s. Important secondary catalysts are fuel economy, anti-lock brake systems and fleet/driver expectations. There are also myriad other forces related to safety, maintainability, servicing and communication which will be satisfied once electronic systems are installed in trucks. The principal economic justification for incurring the cost of electronics at this time is to satisfy these more stringent gaseous emission and particulate regulatory standards. Using electronics, these standards can be met without producing a severe reduction in fuel economy while, as a by-product, interfacing with other truck components, such as brakes, transmissions, safety controls etc. This paper will address the applications of electronics today for diesel engine controls as well as the applications of electronics in areas such as smart power switches, anti-jackknife controls, voice-recognition systems and other future system applications. The exploding use of electronics in trucks will require solutions to many complex problems which are not unique to any one company, geographic area, country or technical society.
45
Lel, Iurii, Igor Glebov, Olga Musikhina, Ruslan Ganiev, and Nikolai Khardik. "Energy method of assessing and systematizing open pit automobile transport operating conditions." Izvestiya vysshikh uchebnykh zavedenii Gornyi zhurnal 1, no. 8 (December 21, 2020): 14–25. http://dx.doi.org/10.21440/0536-1028-2020-8-14-25.
Full textAbstract:
Research aim is to develop the method of assessing and systematizing open pit automobile transport operating conditions. Research relevance. Pit depth growth and the introduction of modern models of dump trucks capable of working on 18–24% slopes complicate the conditions of industrial vehicles operation. In this regard, the development of the method and indicators of rock mass transportation difficulty becomes relevant as well as the systematization of vehicles operation conditions. Research methodology. The method of evaluating the difficulty of transportation is based on calculating diesel consumption per one haul cycle and reducing the actual length of the route to the relative horizontal distance with the use of rock mass vertical haul horizontal equivalents. Experimental and analytical dependences for horizontal equivalents have been determined. As a criterion of transportation difficulty evaluation, the use of operation conditions difficulty coefficient has been substantiated showing how many times truck’s power consumption when moving along the real route is higher than power consumption when moving along the horizontal macadamized route of the same length. Results. As a result of the research, the method of assessing and systematizing the operation conditions of open pit automobile transport. It has been determined that maximum values for conditions difficulty ISSN 0536-1028 «Известия вузов. Горный журнал», № 8, 2020 25 coefficients for the trucks with 4 × 2 wheel configuration are 2.6–3.0, and for all-wheel drive trucks – 5.0–6.5. By the difficulty coefficient, all operating conditions are divided into 5 classes (relatively easy, medium, difficult, very difficult, and extremely difficult). It has been determined that operating conditions in the most of diamond-mining open pits of ALROSA PJSC refer to class 3 and 4 (difficult and very difficult). The introduction of the all-wheel drive trucks will go along with the transition of operating conditions to class 5 (extremely difficult). For most of Ural pits classes 2 and 3 are typical (medium and difficult). Scope of results. Research results are to be used in open pit automobile transport design and operation when assessing and systematizing operating conditions, in technological calculations when regulating and planning diesel consumption and dump trucks capacity, and when correcting the regulatory standards of maintenance support, etc.
46
Ceballos, Diana, Michael Zhou, and Robert Herrick. "Metals and Particulates Exposure from a Mobile E-Waste Shredding Truck: A Pilot Study." Annals of Work Exposures and Health 64, no. 8 (August 4, 2020): 890–96. http://dx.doi.org/10.1093/annweh/wxaa058.
Full textAbstract:
Abstract The US electronics recycling industry has introduced a novel mobile electronic waste (e-waste) shredding truck service to address increasing needs for secure data destruction of e-waste. These trucks can shred small electronics with data security concerns at remote locations for a wide variety of clients. Shredding jobs usually involve hand-feeding electronic waste (e-waste) for 4–10 h day−1, 1–5 days. Shredding of e-waste has been documented as a source of high metal exposures, especially lead and cadmium. However, no studies have been done to assess exposures on mobile e-waste shredding trucks. We conducted a pilot cross-sectional exposure assessment on a mobile e-waste shredding truck performing a 65-min shredding job (truck back door open and no local exhaust ventilation) in the Greater Boston area in 2019. We collected area air and surface wipe samples for metals along with real-time particulate measurements from different locations. The highest metal air concentrations (e.g. 2.9 µg-lead m−3) were found next and 1.8 m away from the shredder operator inside the semi-trailer. Metal surface contamination was highest near the shredder (e.g. 1190 µg-lead 100 cm−2) and extended to other parts of the truck. Near the shredder, the concentration of ultrafine particles was up to 250 000 particles cm−3 and particulate matter 2.5 mm or less in diameter (PM2.5) was up to 171 µg m−3, and neither returned to background levels after 40 min of inactivity. A diesel-electric generator was used to power the shredder and could have contributed to some of the particulate emissions. We found that mobile e-waste shredding trucks are a source of metals and particulates emissions. We recommend the industry adopts better controls for shredding inside trucks, such as local exhaust ventilation with proper filtration and use of personal protective equipment, to protect workers’ health and the environment.
47
Jia, Xingli, Xuefang Qin, Wuxiao Zhou, Xingpeng Chen, and Shuangqing Li. "Influences of Crest Vertical Curve Curvature on Exhaust Emissions of Heavy-Duty Diesel Trucks at Grade Change Point Section in Highway." Energies 15, no. 4 (February 17, 2022): 1506. http://dx.doi.org/10.3390/en15041506.
Full textAbstract:
The vertical curve is a major factor affecting vehicle exhaust (CO2, CO, NOx, PM2.5) emissions. This article takes a heavy-duty diesel truck as a typical vehicle, combining instantaneous speed, acceleration and the vehicle-specific power VSP to divide the operating mode, and the exhaust emission of a heavy-duty diesel truck is then calculated by using MOVES. Finally, the environmental modification factors (EMFs) are used to evaluate the influence of curvature change on the exhaust emissions. The results show that CO2 and PM2.5 emissions of heavy-duty diesel trucks are increasing with the curvature of the crest vertical curve changing; with the increase and decrease of curvature K of the crest vertical curve by 50%, CO and NOx emissions showed an increasing trend. Among the four main emissions, CO2 emission amount is the largest, followed by NOx, CO and PM2.5. The emission rates of CO2 and PM2.5 increase with the increase of curvature of the crest vertical curve, and the minimum values of CO2 and PM2.5 emission rates are 46.7 g/s and 0.022 g/s, respectively. The emission rates of CO and NOx increase with the increase of curvature. The minimum point of emission rates of CO and NOx are 0.042 g/s and 0.259 g/s, respectively.
48
Zhang, Yu Feng, Xian Zheng Gong, Zhi Hong Wang, and Yu Liu. "Environment Impact of Freight Transportation in China." Materials Science Forum 787 (April 2014): 144–51. http://dx.doi.org/10.4028/www.scientific.net/msf.787.144.
Full textAbstract:
Transportation is an important part of industrial production systems, with serious energy consumption and environmental pollution. In this study, environment impact of road transportation, river freight in the Yangtze River, and railway transportation was established and analyzed by life cycle assessment method. The analysis results show that CO2 is the largest emission of pollutants for freight transport in China. abiotic depletion potential (ADP) of electric locomotives significantly lower than the other five kinds of shipping methods, only 3.2% of diesel locomotive, 3.9% of the Yangtze barges fleet; 1.2% of the Yangtze Cargo vessel, 0.2% of heavy-duty trucks and 0.1% of light-duty trucks. The results show that accomplishing the same cargo turnover, light-duty truck has the largest environmental impact, while the Electric locomotive freight has the minimum environmental impact. Although the environmental impact of river freight transport is greater than rail transport, but it is far less than road transport.
49
Burgard, Daniel A., Gary A. Bishop, Donald H. Stedman, Viktoria H. Gessner, and Christian Daeschlein. "Remote Sensing of In-Use Heavy-Duty Diesel Trucks." Environmental Science & Technology 40, no. 22 (November 2006): 6938–42. http://dx.doi.org/10.1021/es060989a.
Full text
50
Zenkov, I. V., Trinh Le Hung, V. N. Vokin, E. V. Kiryushina, A. A. Latyntsev, P. M. Kondrashov, P. L. Pavlova, et al. "Space-based Applications of Remote Sensing in Studying Opencast Mining and Ecology at Deposits of Non-ferrous Metal Ores." Ecology and Industry of Russia 26, no. 1 (January 12, 2022): 24–29. http://dx.doi.org/10.18412/1816-0395-2022-1-24-29.
Full textAbstract:
Data on mining landscapes at large deposits of non-ferrous metal ores, both abandoned and opencast, in the mining regions of Russia based on the remote sensing have been presented. On the basis of high-resolution satellite images, the number of mining and conveyor equipment in opencast quarries at deposits of non-ferrous metal ores and gold has been determined. Through mining logistics indicators determied via satellite images, diesel fuel consumption by haul trucks involved in pit-run rock transportation has been calculated. The toxic substances emission by haul truck at deposits of non-ferrous metal ores has been rated.