Analysis of Class 8 truck technologies for their fuel savings and economics

Zhao, Hengbing; Burke, Andrew; Miller, Marshall

doi:10.1016/j.trd.2013.04.004

Cited by 51 publications

(39 citation statements)

References 4 publications

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“…A qualitative comparison of speed traces with the port drive presented in Zhao et al (2013) shows similar features, in particular the low levels of vehicle speed, the significant duration of stops and a typical stop-and-go profile.…”

Section: Resultsmentioning

confidence: 73%

Experimental evaluation of Heavy Duty Vehicle speed patterns in urban and port areas and estimation of their fuel consumption and exhaust emissions

Zamboni

Meynier²,

Roveda

et al. 2015

Transportation Research Part D: Transport and Environment

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Section: Resultsmentioning

confidence: 73%

Experimental evaluation of Heavy Duty Vehicle speed patterns in urban and port areas and estimation of their fuel consumption and exhaust emissions

Zamboni

Meynier²,

Roveda

et al. 2015

Transportation Research Part D: Transport and Environment

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“…Electrification of some mechanical accessories such as pumps, compressors, and engine cooling fan can make a significant difference in the accessory loads due to their higher efficiency. In this study, average accessory loads obtained from the tests [3] of Class 8 tractor trailer trucks are used in the simulations. Table 2 lists the accessory loads used for conventional, hybrid, and all-electric Class 8 trucks.…”

Section: Auxiliary Loadsmentioning

confidence: 99%

“…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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“…have a significant impact on energy consumption that is usually missing in previous energy consumption analyses (e.g. [34], [56], [57]. Although some studies included grade into their analysis (e.g.…”

Section: Incorporating Road Gradient Into the Energy Consumption Modementioning

confidence: 99%

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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Analysis of Class 8 truck technologies for their fuel savings and economics

Cited by 51 publications

References 4 publications

Experimental evaluation of Heavy Duty Vehicle speed patterns in urban and port areas and estimation of their fuel consumption and exhaust emissions

Experimental evaluation of Heavy Duty Vehicle speed patterns in urban and port areas and estimation of their fuel consumption and exhaust emissions

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

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

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