Hybridisation Potentials for Heavy Trucks Considering Route Topography

Zirn, Oliver; Krauth, S.; Ahlborn, Michael

doi:10.1016/j.ifacol.2016.10.575

Cited by 5 publications

(4 citation statements)

References 1 publication

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“…The present study predicts a 9-46% reduction in fuel consumption of the parallel hybrid diesel compared to the baseline diesel. This range of improvement is higher than 6-8% found in the Gao et al [148] study and 10-15% from Zirn et al [151] for a parallel hybrid diesel HDT.…”

Section: Validationcontrasting

confidence: 52%

“…The reviewed studies on HDTs often focused on one or two aspects of alternative drivetrains such as fuel economy [148], energy storage sizing [34], [56], [151], [152], life cycle GHG emissions [65], [80], or sometimes both life cycle cost and emissions [36]. In comparison, the novelty of the present study is to combine energy storage sizing and fuel economy simulation together with life cycle GHG and cost analysis.…”

Section: Introductionmentioning

confidence: 99%

“…In comparison, the novelty of the present study is to combine energy storage sizing and fuel economy simulation together with life cycle GHG and cost analysis. Several realistic drive cycles (with grade) were used for computing appropriate energy storage sizes for all 16 drivetrains, which is rarely considered in component sizing studies [151]. This study also employed the GPS activity data from 1616 container trucks operating mainly in Metro Vancouver [153] to develop several representative drive cycles for HDTs in BC.…”

Section: Introductionmentioning

confidence: 99%

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Comparing alternative heavy-duty drivetrains based on GHG emissions, ownership and abatement costs: Simulations of freight routes in British Columbia

Lajevardi

Axsen

Crawford

2019

Transportation Research Part D: Transport and Environment

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Heavy-duty trucks (HDTs) are vital in delivering products to the consumers around the world and help maintain the quality of life. However, they are heavily depending on fossil diesel use, which causing global climate change as well as local air pollutions. Although they represent a small percentage of vehicle population, they emit more than 30% of GHGs in road transportation or 5% of global greenhouse gas (GHG) emissions. Furthermore, GHG emissions from this sector are expected to steadily grow due to economic growth, globalization, industrialization, online shopping, and fast delivery expectations. This study was focused on the Canadian province of British Columbia (BC) as a case study where HDTs are responsible for more than 4% of total provincial GHGs. BC, along with many regions around the world, has been committed to reduce its GHG emissions by 80% below 2007 levels by 2050. The goal of this study was to evaluate the potential of meeting this objective for BC HDTs using alternative drivetrain technologies. First, a component-level model was developed in Matlab to compute on-road energy consumption and CO2 emissions of compressed natural gas and diesel HDTs based on their physical parameters (e.g. mass) over several selected drive cycles. Results of the first contribution indicated a compressed natural gas (CNG) drivetrain emits 13-15% fewer GHG than a comparable diesel. Road grades of several main BC routes were included in the drive cycle simulations, which is an important factor that can increase the fuel consumption and CO2 emission by as much as 24% relative to a flat route assumption. In the second contribution, the physical energy consumption model was extended to compare 16 diverse drivetrain technologies, including a pure battery electric. The comparison metrics were also extended to well-to-wheel GHG emissions, total ownership costs (TOC) (including infrastructure), and abatement costs (based on incremental TOC cost over GHG emissions reduction), and cargo capacity impacts. The 16 considered drivetrains were distinguished by their fuel types, combustion technology, drivetrain architecture, and connection to the electricity grid (e.g. catenary vs fast charging stations). Next, the activity data of 1,616 HDTs operating in BC with sparse recording intervals was used to select 6 representative freight routes with different ranges of 120-950 km split into short and long haul routes. A combination of filtering and interpolation techniques was used to develop 1-Hz drive cycles compatible with the level of plug-in hybrid adoption. It was found infrastructure density increases the probability of meeting the 2050 target on both short and long haul HDTs. However, the increase in the probability is much higher for the short haul segment. Among various infrastructure roll-out scenarios, rapid deployment of hydrogen fueling stations was found to have the highest positive impact on GHG emissions reduction for both short and long haul markets. Both battery electric and hydrogen fuel cell drivetrains can succeed in...

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Section: Validationcontrasting

confidence: 52%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Comparing alternative heavy-duty drivetrains based on GHG emissions, ownership and abatement costs: Simulations of freight routes in British Columbia

Lajevardi

Axsen

Crawford

2019

Transportation Research Part D: Transport and Environment

View full text Add to dashboard Cite

show abstract

“…1 and 2. This model had been developed from a well validated electrical passenger car model [5,12,13] and was extended for heavy load commercial vehicles with parallel hybridisation. The fuel consumption model has been validated for diesel operated commercial vehicles in the mountainous Harz region, the Stuttgart area and for long distance motorway operation in Germany.…”

Section: Hybrid Truck Vehicle Modelmentioning

confidence: 99%

Hybridisation Potentials for Heavy Trucks Considering Route Topography

Zirn¹,

Krauth²,

Ahlborn³

2016

JMEA

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Based on dynamometer test cycles or plain motorway operation, heavy truck hybridisation must be considered as uneconomic if only the kinetic vehicle energy can be recuperated. In mountainous regions, micro hybridization by a 48V-belt generator or mild parallel hybridisation by a large high voltage electric drive can result in considerable fuel consumption savings as well as additional benefits for heavy load utility vehicles. Additional electric power and battery size are still critical design parameters as well as critical cost factors considering the limited space and depreciation time as well as the need for maximum payload. Based on vehicle model simulations, this contribution quantifies fuel consumption savings, recuperation energy harvesting and battery requirements for different truck sizes with test cycles based on realistic route topography. The main route topography parameter for the recuperation benefit is the effective incline that integrates all downhill sections that overcompensates the vehicle resistance by tire friction and air resistance. The simulation parameter studies lead to an analytical benefit estimation, based on load cycle parameters like effective velocity, effective incline as well as the vehicle parameters mass, drag coefficient and cross sectional area. Thus, the return on investment can be assessed by an analytic rule of thumb, based on tracked cycles of existing vehicles.

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Elektrifizierte Fahrzeugantriebe

Zirn

2017

Elektrifizierung in Der Fahrzeugtechnik

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Hybridisation Potentials for Heavy Trucks Considering Route Topography

Cited by 5 publications

References 1 publication

Comparing alternative heavy-duty drivetrains based on GHG emissions, ownership and abatement costs: Simulations of freight routes in British Columbia

Comparing alternative heavy-duty drivetrains based on GHG emissions, ownership and abatement costs: Simulations of freight routes in British Columbia

Hybridisation Potentials for Heavy Trucks Considering Route Topography

Elektrifizierte Fahrzeugantriebe

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