Fuel and Freight Efficiency - Past, Present and Future Perspectives

Mihelic, Rick

doi:10.4271/2016-01-8020

Cited by 14 publications

(4 citation statements)

References 70 publications

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“…These data support the argument that fuel efficiency and freight efficiency can be improved using long-combination vehicles. Such configurations are present in some jurisdictions in North America (Canada and some US states) [31].…”

Section: Fuel Savings Of a Two-truck Platoon Versus Long-combination ...mentioning

confidence: 98%

“…For a given payload, the net fuel efficiency of a platoon is improved compared to multiple vehicles driving in isolation. Another option to improve fuel and freight efficiency is to use long combination vehicles (LCV) whereby one tractor pulls multiple trailers, which has been described as having greater benefits in regards to freight efficiency [25,31]. Fuel-economy tests of an LCV consisting of two 53-ft dry-van trailers, each with the same cargo weight as in each of the platoon trailers, were conducted to contrast the fuel savings of the two methods against two isolated single vehicles.…”

Section: Contrast Platooning To Long Combination Vehiclesmentioning

confidence: 99%

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Influences on Energy Savings of Heavy Trucks Using Cooperative Adaptive Cruise Control

McAuliffe¹,

Lammert²,

Lu³

et al. 2018

SAE Technical Paper Series

109

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A n integrated adaptive cruise control (ACC) and cooperative ACC (CACC) was implemented and tested on three heavy-duty tractor-trailer trucks on a closed test track. The first truck was always in ACC mode, and the followers were in CACC mode using wireless vehicle-vehicle communication to augment their radar sensor data to enable safe and accurate vehicle following at short gaps. The fuel consumption for each truck in the CACC string was measured using the SAE J1321 procedure while travelling at 65 mph and loaded to a gross weight of 65,000 lb, demonstrating the effects of: inter-vehicle gaps (ranging from 3.0 s or 87 m to 0.14 s or 4 m, covering a much wider range than previously reported tests), cut-in and cut-out maneuvers by other vehicles, speed variations, the use of mismatched vehicles (standard trailers mixed with aerodynamic trailers with boat tails and side skirts), and the presence of a passenger vehicle ahead of the platoon.The results showed that energy savings generally increased in a non-linear fashion as the gap was reduced. The middle truck saved the most fuel at gaps shorter than 12 m and the trailing truck saved the most at longer gaps, while lead truck saved the least at all gaps. The cut-in and cut-out maneuvers had only a marginal effect on fuel consumption even when repeated every two miles. The presence of passenger-vehicle traffic had a measurable impact. The fuel-consumption savings on the curves was less than on the straight sections.

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Section: Fuel Savings Of a Two-truck Platoon Versus Long-combination ...mentioning

confidence: 98%

Section: Contrast Platooning To Long Combination Vehiclesmentioning

confidence: 99%

Influences on Energy Savings of Heavy Trucks Using Cooperative Adaptive Cruise Control

McAuliffe¹,

Lammert²,

Lu³

et al. 2018

SAE Technical Paper Series

109

View full text Add to dashboard Cite

show abstract

“…By reducing the aerodynamic drag losses on moving vehicles, active platooning may provide significant fuel economy improvements to 2 (or more) Class 8 tractor-trailer vehicles that are closely coupled to short following distances [9,10,12]. However, natural drafting that occurs due to traffic interactions will play a significant role in reducing the unique opportunities/benefits from platooning [9].…”

Section: Expected Natural Platooning Due To Road-traffic Vehiclesmentioning

confidence: 99%

“…Thus, drafting or slipstreaming (where in-line vehicles, driving in proximity of each other, reduce their overall drag), has the potential to produce appreciable fuel savings. To establish the fuel economy (FE) benefits of platooning, several researchers have conducted analytical and experimental studies on the impact of platooning to the aerodynamic drag of vehicles [3,4,7,[9][10][11][12][13]. Aerodynamic drag benefits of vehicles in a platoon under pseudo-dynamic conditions may be compiled if modeling limitations are considered.…”

Section: Introductionmentioning

confidence: 99%

Characterizing the Payback and Profitability for Automated Heavy Duty Vehicle Platooning

2022

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Heavy duty vehicle platooning under highway operating conditions has been projected to provide significant fuel economy gains based on aerodynamic drag improvements of the platooning vehicles. Realizing these benefits and the economic viability under real-world operating conditions presents several challenges. The objective of this paper (the third as part of a series) is to analytically quantify the payback and profitability of heavy-duty vehicles platooning across the U.S. Interstate highway system. In this paper, a rigorous assessment of several factors that influence the platooning system payback for an end-user as well as the revenue potential for suppliers who may be utilizing an equipment lease model dependent on end-user savings, is presented. In this assessment key interactions explored include market adoption rates, platooning velocities, platoon-able daily mileage, platooning likelihood, variations in baseline powertrain fuel economy (diesel or electric), price of fuel (diesel or electricity), platooning fuel economy benefits, price of the added technology, and the impact of natural platooning due to traffic interactions. Further, the paper explores the economic impact of higher levels of vehicle automation for the trailing vehicles in the platoon, where extending the driver Hours of Service (HoS) may provide additional financial benefits. While the approach makes use of a limited fidelity vehicle analytical model for longitudinal dynamics and operations economics, the narrative provides application decision personnel with a mechanism and well-defined set of impact factors to consider as part of their architectural selection process.

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