Abstract
Heavy-duty trucks account for a substantial portion of the atmospheric carbon dioxide (CO2) and nitrogen oxides (NOx) inventory. The data presented in this paper will help the research community be interested in developing models that predict the NOx and CO2 levels in real use. Continuous data of emissions were recorded from chassis dynamometer testing of five 2003-2005 model year (MY) heavy-duty trucks. The instantaneous emissions rate was plotted against axle power in all cases. The effect of vehicle test weight and the drive cycle employed on the relation between emissions rate (grams per sec) and axle power was studied. The NOx/CO2 ratio was found to be independent of the test cycle. The average NOx/CO2 ratio for the 2003-2005 MY trucks was found to be 0.0051, which agrees reasonably well with the estimated ratio of 0.0048, based on certification standards. The data were compared to those from 1994-2002 MY trucks; the average NOx/CO2 ratio for those trucks was 0.0141. For the 2003-2005 MY trucks, the distance specific NOx (grams per mile) and the fuel economy (miles per gallon) were less than those of 1994-2002 MY trucks.
Highlights
The purpose of this paper is to provide nitrogen oxides (NOx) and CO2 emissions data from the 2003-2005 model year (MY) heavy-duty trucks
The main objective of this paper is to provide the research community with power specific CO2 and NOx emissions levels for the 2003-2005 MY heavy-duty vehicles
The linear fits for the three weights had similar slopes and intercepts. This suggested that the test weight does not significantly affect the CO2 and NOx emissions rate against power
Summary
The purpose of this paper is to provide NOx and CO2 emissions data from the 2003-2005 model year (MY) heavy-duty trucks. Since the NOx standard in the US dropped substantially in 2004 and Not-To-Exceed (NTE) regulations were espoused, a reduction of NOx has been observed during chassis dynamometer testing [4] This decrease came after the United States Environmental Protection Agency (USEPA), the United States Department of Justice, CARB and engine manufacturers (Caterpillar, Cummins, Detroit Diesel, Volvo, Mack Trucks, Renault and Navistar) reached a settlement [5] in October of 1998 to limit NOx emissions from heavyduty diesel engines. In 1999, Ramamurthy and Clark [7] discussed the contribution that heavy-duty vehicle emissions make to the atmospheric NOx levels for 1994-1999 MY trucks. This paper attempts to extend that work by providing emissions data found for typical 2003-2005 MY heavy-duty trucks by analyzing the data in a manner similar to the one followed in reference [7], and to compare some of the interesting data with those of 1994-2002 MY trucks
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