Modeling the Hybridization of a Class 8 Line-Haul Truck

Karbowski, Dominik; Delorme, Antoine; Rousseau, Aymeric

doi:10.4271/2010-01-1931

Cited by 32 publications

(39 citation statements)

References 7 publications

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“…Three approaches can be used to improve the fuel economy and/or reduce GHG emissions of heavy-duty trucks: non-electrification efficiency-improving technologies on conventional powertrains and vehicles [1][2][3], hybrid powertrain technologies [3][4], and the substitution of natural gas, electricity or hydrogen for diesel fuel [5][6]. All of these approaches have the potential to reduce GHG emissions from the transportation sector.…”

Section: Introductionmentioning

confidence: 99%

Analysis of Class 8 hybrid-electric truck technologies using diesel, LNG, electricity, and hydrogen, as the fuel for various applications

Zhao

2013

2013 World Electric Vehicle Symposium and Exhibition (EVS27)

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Class 8 trucks using various powertrains and alternative fuel options have been analysed to determine their fuel economy, greenhouse gas emissions, and economic attractiveness at the present time (2013) and in the future.This was done by modelling the vehicles and simulating their operation on day, short haul, and long haul driving cycles. The economic attractive was determined by calculating the differential vehicle cost of each powertrain option and the corresponding breakeven alternative fuel price needed to recover the additional cost in a specified payback period with a fixed discount rate. The baseline vehicle was a diesel engine truck of the same weight and road load using $4/gallon diesel fuel. The use of some of the powertrains resulted in an energy saving and others resulted in higher energy consumption, but compared to the conventional Class 8 diesel trucks, conventional LNG-CI trucks, LNG-SI and LNG-CI hybrids, battery electric trucks, and fuel cell trucks can reduce CO 2 emission by 24-39% over the day drive cycle and 12-29% over the short haul and the long haul drive cycles.The breakeven fuel price was calculated for all the powertrain/fuel options. The economic results indicate that at "today's" differential vehicle costs, none of the alternative powertrains/fuels are economically attractive except for the LNG-CI engine in the long-haul application (VMT=150,000 miles) for which the DGE cost is $2.98/DGE and the LNG cost is $1.70/LNG gallon. If the differential costs of the alternative powertrains are reduced by ½, their economics is improved markedly. In the case of LNG-CI engine, the breakeven fuel costs are $3.42/GDE, $1.96/LNG gallon for the long haul applications (VMT= 150,000 miles) with payback periods of 2-3 years. This makes LNG cost competitive at 2013 prices of diesel fuel and LNG. The fuel cell powered truck is also nearly cost competitive at VMT= 150,000 miles, but this requires a fuel cell cost of less than $25/kW. Hybridizing is not attractive except for the conventional diesel vehicle operating on the day cycle (some stop and go operation) for which the breakeven diesel price is about $2/gallon at ½ today's differential vehicle costs. The regulated exhaust emissions from the LNG-CI engines will meet the same standards (EPA 2010) as the new diesel engines and use the same exhaust emission technology.

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Section: Introductionmentioning

confidence: 99%

Analysis of Class 8 hybrid-electric truck technologies using diesel, LNG, electricity, and hydrogen, as the fuel for various applications

Zhao

2013

2013 World Electric Vehicle Symposium and Exhibition (EVS27)

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“…There are on-going projects on the design of the hybrid drivetrain for the class-8 trucks [7][8]. One fifth of the total US truck fuels is consumed by line-haul trucks [7], which shows the worthwhile potential to develop hybrid electric drivetrain for these vehicles.…”

Section: Introductionmentioning

confidence: 99%

A new parallel-series configuration for hybridization of a line-haul truck

Diba

Esmailzadeh

2013

2013 IEEE Transportation Electrification Conference and Expo (ITEC)

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The hybridization of the articulated line-haul heavy duty truck with self-propelled trailer is investigated. In this innovative configuration, the tractor electric hybrid powertrain is arranged in series with the trailer electric motor that provides a share of total traction efforts of the vehicle. This configuration could provide a regenerative braking capability in the trailer and improves the vehicle longitudinal handling and enhances the vehicle lateral stability. Detailed mathematical modeling of the drivetrain components is developed and the energy consumption analyses for typical driving cycles are performed. Simulation results showed the worthwhile capability of the proposed hybrid drivetrain to improve the regenerative braking and enhance the fuel efficiency of the line-haul trucks.

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“…The primary motivation behind this was to compare the fuel economy improvements that can be achieved by the hybridization of a diesel-based powertrain and a gas-based powertrain. It is assumed that such a powertrain modification could be relevant for those HD vehicles, whose operating schedules include a considerable share of city and suburban haulage since the major effect of HD powertrain hybridization is expected in conditions allowing for intensive use of regenerative braking, which is the most efficient tool for increasing the fuel economy of vehicles with large masses [10].The published studies (see, for example, [11][12][13][14]) have demonstrated that hybrid HD vehicles having a gross mass ranging 16 to 36 tons possess a significant fuel-saving potential in city driving conditions, especially in the case of full hybridization, which offers up to 35% fuel consumption reduction. The mild degree of hybridization is able to provide moderate fuel savings of about 10%.…”

Section: Introductionmentioning

confidence: 99%

Comparative Study of Powertrain Hybridization for Heavy-Duty Vehicles Equipped with Diesel and Gas Engines

et al. 2020

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This article describes a study that aimed to estimate the fuel-saving potential possessed by the hybridization of conventional powertrains intended for heavy-duty vehicles based on diesel and natural gas fueled engines. The tools used for this analysis constitute mathematical models of vehicle dynamics and the powertrain, including its components, i.e., the engine, electric drive, transmission, and energy storage system (ESS). The model of the latter, accompanied by experimental data, allowed for an analysis of employing a supercapacitor regarding the selection of its energy content and the interface between the traction electric drive and the ESS (in light of the wide voltage operating range of supercapacitors). The results revealed the influence of these factors on both the supercapacitor efficiency (during its operation within a powertrain) and the vehicle fuel economy. After implementation of the optimized ESS design within the experimentally validated vehicle model, simulations were conducted in several driving cycles. The results allowed us to compare the fuel economy provided by the hybridization for diesel and gas powertrains in different driving conditions, with different vehicle masses, taking into account the onboard auxiliary power consumption.The complicating aspect of replacing diesel engines with gas engines is the necessity of having an onboard storage for the compressed or liquefied gas, which constitutes a complex system that has its own cost, service, safety, and other issues. Therefore, whether to choose a gas-based vehicle or stay conservative with a diesel-based option becomes a trade-off decision.During the past few years, the National Research Center "NAMI" has been conducting an R&D project in cooperation with one of the country's major producers of heavy-duty vehicles. The project was aimed toward developing a gas-fueled engine family derived from the diesel engine that was newly developed by the aforementioned HD vehicle manufacturer. One can find the details on the project and its results in References [7][8][9]. The main outcomes of the project were the gas-fueled engines (see example in Figure 1) operating with the Otto and Miller thermodynamic cycles. The engines were installed in vehicles intended for long-haul operations (also shown in Figure 1) and tested in road conditions.

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Modeling the Hybridization of a Class 8 Line-Haul Truck

Cited by 32 publications

References 7 publications

Analysis of Class 8 hybrid-electric truck technologies using diesel, LNG, electricity, and hydrogen, as the fuel for various applications

Analysis of Class 8 hybrid-electric truck technologies using diesel, LNG, electricity, and hydrogen, as the fuel for various applications

A new parallel-series configuration for hybridization of a line-haul truck

Comparative Study of Powertrain Hybridization for Heavy-Duty Vehicles Equipped with Diesel and Gas Engines

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