Assessment of the Powertrain Electrification for a Heavy-Duty Class 8 Truck for Two Different Electric Drives

Salek, Farhad; Abouelkhair, Eyad; Babaie, Meisam; Cunliffe, Frank; Zare, Ali

doi:10.4271/2022-01-1123

Cited by 3 publications

(3 citation statements)

References 10 publications

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“…Adopting BE-LHTs faces economic and technical challenges despite regulations aiming to reduce fuel consumption and emissions in many countries in the future [119,157]. BE-LHTs travel long distances at high speeds, requiring more electric energy from the battery due to the higher vehicle weight, diverse road conditions, and greater road resistive forces compared to light-duty electric cars [158]. Therefore, a larger battery pack is required, substantially reducing the truck's total cargo capacity to maintain a similar GVWR as the conventional baseline [49].…”

Section: Battery Electric Configuration For Lhts (Be-lht)mentioning

confidence: 99%

“…[119,157]. BE-LHTs travel long distances at high speeds, requiring more ele from the battery due to the higher vehicle weight, diverse road conditions, road resistive forces compared to light-duty electric cars [158]. Therefore, a la pack is required, substantially reducing the truck's total cargo capacity to ma ilar GVWR as the conventional baseline [49].…”

Section: Battery Electric Configuration For Lhts (Be-lht)mentioning

confidence: 99%

“…Thus, as indicated in Table 7, non-plug-in hybrid LHTs exhibit modest FE enhancements over highways in comparison to the conventional baseline. It is important to highlight that the increased GVWR of class 8 LHTs, which drives greater torque and power prerequisites for the propulsion system, yields a diminished ratio of recaptured regenerative brake energy to total demanded propulsion energy at wheels compared to lower GVWR classes like class 6 and 7, even in urban driving cycles [158,163]. Except for that long-haul VECTO drive cycle, which incorporates the road grade profile, the other listed standard drive cycles for LHTs do not include road inclination.…”

Section: Drive Cycles For Evaluating the Fe Of Lhtsmentioning

confidence: 99%

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Advances in Vehicle and Powertrain Efficiency of Long-Haul Commercial Vehicles: A Review

Balazadeh Meresht,

Moghadasi,

Munshi

et al. 2023

Energies

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Mitigating CO2 emissions from long-haul commercial trucking is a major challenge that must be addressed to achieve substantial reductions in greenhouse gas (GHG) emissions from the transportation sector. Extensive recent research and development programs have shown how significant near-term reductions in GHGs from commercial vehicles can be achieved by combining technological advances. This paper reviews progress in technology for engine efficiency improvements, vehicle resistance and drag reductions, and the introduction of hybrid electric powertrains in long-haul trucks. The results of vehicle demonstration projects by major vehicle manufacturers have shown peak brake thermal efficiency of 55% in heavy-duty diesel engines and have demonstrated freight efficiency improvements of 150% relative to a 2009 baseline in North America. These improvements have been achieved by combining multiple incremental improvements in both engine and vehicle technologies. Powertrain electrification through hybridization has been shown to offer some potential reductions in fuel consumption. These potential benefits depend on the vehicle use, the details of the powertrain design, and the duty cycle. To date, most papers have focused on standard drive cycles, leaving a research gap in how hybrid electric powertrains would be designed to minimize fuel consumption over real-world drive cycles, which are essential for a reliable powertrain design. The results of this paper suggest that there is no “one-size-fits-all” solution to reduce the GHGs in long-haul trucking, and a combination of technologies is required to provide an optimum solution for each application.

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Section: Battery Electric Configuration For Lhts (Be-lht)mentioning

confidence: 99%

Section: Battery Electric Configuration For Lhts (Be-lht)mentioning

confidence: 99%

Section: Drive Cycles For Evaluating the Fe Of Lhtsmentioning

confidence: 99%

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Advances in Vehicle and Powertrain Efficiency of Long-Haul Commercial Vehicles: A Review

Balazadeh Meresht,

Moghadasi,

Munshi

et al. 2023

Energies

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Techno-Economic Assessment of Utilising Second-Life Batteries in Electric Vehicle Charging Stations

Salek¹,

Morrey²,

Henshall³

et al. 2023

SAE Technical Paper Series

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<div class="section abstract"><div class="htmlview paragraph">The number of electric vehicles is increasing in line with the global carbon reduction targets. More households are installing electric charging points to complement the existing charging infrastructure. The increasing electricity prices affected by the global energy/economic crisis however pushed more households towards coupling their charging points with renewable energy generation and storage systems to manage the supply and demand of energy more effectively. In this study, an electric charging station equipped with Photovoltaic panels and an electric storage system utilising second-life Electric Vehicles (EV) batteries is designed and analysed. Various electricity generation capacities are considered to be installed on the roof of the case study building ranging from 5m2 and 20m2. The second-life batteries are disposed from EVs with an 80% state of health. MATLAB Simulink is used for mathematical modelling of system. The second-order equivalent circuit model (ECM) is employed for predication of second-life battery parameters, and the model is validated by experimental data using 3h cylindrical NMC cells. The NMC cell degradation data consists of both real and forecast data in this study. The proposed system is designed based on the worst-case scenario with minimum solar radiation in January. The Box-Behnken design of experiment method is also employed to design the case scenarios to perform the parametric study. The results have demonstrated that the maximum peak charge and discharge C-rate values of the battery modules equals to 0.2C and 0.16C, respectively. The optimum design of the charging station is achieved when the solar system covered 53.3% share of the energy consumed by the electric charging station. The second-life battery size and PV area equals to 7.45kWh and 5.15m2, respectively. The optimum total cost of the second-life batteries and PVs based on literature costing data (excluding labour and auxiliary devices costs) is estimated to be around £1371 in this study.</div></div>

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Multi-Objective Optimization of the Fuel Cell Hybrid Electric Powertrain for a Class 8 Heavy-Duty Truck

Salek¹,

Abouelkhair²,

Babaie³

et al. 2023

SAE Technical Paper Series

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<div class="section abstract"><div class="htmlview paragraph">To decarbonize heavy-duty vehicles solely through electrification with batteries is challenging as large batteries are required for a meaningful range, severely impacting payload. Employment of hybrid electric powertrains where fuel cells are integrated with batteries can deliver increased range and payload. However, the energy balance between the fuel cell and the battery needs to be analyzed to optimize the sizing of the powertrain components. This study has performed a multi-objective optimization using genetic algorithm to obtain the optimum range and hydrogen consumption for a DAF 44 tons heavy-duty truck. The proposed truck powertrain has been numerically modelled in AVL CRUISE M software. The electric drive from Involution Technologies Ltd and Bramble Energy Ltd’s printed circuit board fuel cell (PCBFC) are used in the model. The model considers the main powertrain control system variables, and the optimization is performed using AVL real road driving cycle, which is based on high altitude climb for a truck with average power requirement of the motors of 300 kW. From the results of the optimization, five design points were recommended in pareto domain, and the transient results were plotted for these operating points to decide the optimum scenario. At the selected design point the size of the H2 storage tank, fuel cell and battery packs equals to 65 kg H2 on-board storage, 270 kW fuel cell and 257 kWh respectively. The proposed fuel cell truck running the highly demanding AVL drive cycle has a 570 km range, compared with 211 km range for battery-electric only (with battery total capacity of 516.16 kWh) and hydrogen consumption of 12.46 kg/100km at fully laden payload (44 tons).</div></div>

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Assessment of the Powertrain Electrification for a Heavy-Duty Class 8 Truck for Two Different Electric Drives

Cited by 3 publications

References 10 publications

Advances in Vehicle and Powertrain Efficiency of Long-Haul Commercial Vehicles: A Review

Advances in Vehicle and Powertrain Efficiency of Long-Haul Commercial Vehicles: A Review

Techno-Economic Assessment of Utilising Second-Life Batteries in Electric Vehicle Charging Stations

Multi-Objective Optimization of the Fuel Cell Hybrid Electric Powertrain for a Class 8 Heavy-Duty Truck

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