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Vehicle structure and aerodynamics
Published in M.J. Nunney, Light and Heavy Vehicle Technology, 2007
A cab-over-engine (as opposed to the American cab-behind-engine) chassis layout is generally favoured by European heavy vehicle manufacturers, chiefly because it provides maximum cargo space for a given overall length of vehicle, and also confers better visibility for the driver (Figure 30.17). To facilitate engine maintenance a hydraulically operated tilting mechanism may be fitted to the cab, so that it can be tilted forward about its front anchorage points. According to system design it can accommodate either full over-centre tilting of the cab, or optional partial lifting and full tilting facilities. Such a system basically comprises a pivoting hydraulic ram that is mounted between the chassis frame and the cab, which connects through flexible hoses to a hand-operated, double-acting, pump with integral fluid reservoir. A slow controlled descent of the cab, once it has passed either way over-centre, is imposed by bleed valves in the ram.
Sustainable solutions for reducing air-conditioning costs and tailpipe emissions from heavy-duty transportation across Europe
Published in International Journal of Sustainable Transportation, 2023
Pedro G. Alves, João P. Vale, Lars Nybo, Andreas D. Flouris, Tiago S. Mayor
Although the modeling approach used in this analysis (Vale et al., 2021) had been validated against numerical and experimental works in the literature, it still incorporates a series of assumptions and simplifications that should be acknowledged. We based the analysis on a cab-over-engine truck since it is a good representation of the typical European heavy-duty truck. However, the cabin geometry and the glazing to surface area ratios may vary between different brand/models, which may affect the AC loads and the associated fuel consumption. Additionally, using data from the literature, we assumed that the use of AC could increase the fuel consumption by up to 2%. Yet, it is possible that the AC-related fuel consumption of the different truck brands and/or AC systems may be somewhat different from the assumed 2%, which would imply different footprints in terms of fuel consumption and associated emissions.
Analysis of the dynamic air conditioning loads, fuel consumption and emissions of heavy-duty trucks with different glazing and paint optical properties
Published in International Journal of Sustainable Transportation, 2022
João P. Vale, Pedro G. Alves, Soraia F. Neves, Lars Nybo, Andreas D. Flouris, Tiago S. Mayor
In Europe, most heavy-duty trucks are of cab-over-engine type (Martini et al., 2018). For that reason, the dimensions of the virtual truck considered in the present study (Table 1) were adapted from the Volvo specifications for cab-over-engine trucks (Volvo, n.d.). The chosen cabin dimensions are representative of the typical average-size cab-over-engine truck as they do not significantly differ from those of other truck manufactures (MAN, n.d.; Mercedes Benz, n.d.). The virtual cabin has nine surfaces: roof, back, base, front, windshield, right and left doors and side windows. The windshield and side windows are made of glass, and the cabin body surfaces were assumed to be made from a combination of 1 mm of steel, 10 mm of insulation and 1 mm of lining (Akyol & Kilic, 2010; Khayyam et al., 2011; Marcos et al., 2014; Morello et al., 2011). The properties of the glass and the cabin body surfaces are shown in Table 1.
Opportunities for improved heavy truck occupant protection in rollover and overhead loading impacts
Published in International Journal of Crashworthiness, 2018
K. Friedman, J. Hutchinson, D. Mihora, M. Stephens
The standard and sleeper type cab compartments in the United States are primarily attached to conventional truck chassis with the cab positioned aft of the front wheels while in Europe and other parts of the world, the cab-over-engine (COE) type configuration is generally used. In either case, the compartment is designed as a module that effectively is attached to the chassis of the truck as illustrated in Figure 1.