Environmental and EnergyStrategies forFreight Transport Haulage... · 2015-07-24 · 2...

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FS-MN < >30.06.2004MAN Nutzfahrzeuge Gruppe

Environmental and Energy Strategiesfor Freight Transport

Dipl.-Ing. Håkan Samuelsson,Chairman of theMAN Nutzfahrzeuge Group

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Dipl.- Ing. Håkan Samuelsson 30.06.2004 < >Environmental and Energy Strategies for Freight Transport

§ Growing freight traffic

§ Expansion of the EU

§ Governmental regulations (emissionen / CO2)

§ Finite energy resources

General conditions

Ensuring the optimum use of our energy resources and the preservation of the environment has been a major focus of the world’s freight-forwarding sector for decades. The manufacturers, customers and legislators all rose to the challenge and have since then accomplished much. Due to the steady growth in global tradeand the expansion of the EU, freight traffic is continuously on the increase. New approaches are therefore needed to ensure that this development can continue in the future.

Governmental regulations (such as the Euro emissions standards) and the finite nature of the world’s crude oil reserves are further reasons for focusing on a strategy that supports environmental protection and the efficient use of energy.

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PM [g/kWh]

0,7

0,4

0,15

0,1

00,02

0 2 3,5 5 7 9 14,4NOx [g/kWh]

Euro 0, 1990

Euro 1, 1993

COP-limlits EEC 88/77

Euro 2, 1996Euro 3, 2000

from 2005Euro 4,Euro 5,

from 2008

Emission limit reductions

Emission limit reductions

Since the introduction of the Euro emission standards, development departments have not only been focusing on reducing consumption;they have also been increasingly concentrating on cutting pollutant emissions. Tremendous progress has especially been made in reducing the emissions of particulate matter (PM) and nitrogen oxides (NOx). The introduction of the Euro 4 and Euro 5 standards have set the course for further improvements in terms of exhaust gas emissions.

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0

10

20

30

40

50

60

1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 2020

Par

ticu

late

emis

sio

ns

[kt/

a]

0

200

400

600

800

1000

1200

1400

1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 2020

NO

xem

issi

on

s[k

t/a]

NOX passenger cars

NOX commercial vehicles

Particulates, passenger carsParticulate, commercial vehicles

Quelle: Institut für Verbrennungskraftmaschinen,TU Vienna, status november 2001

Road traffic in Germany 1970 - 2020

Particulate and NOx emissions

Particulate and NOx emissions

Since the introduction of the Euro standards, the improvements in exhaust gas systems have lead to a dramatic decrease in particulate and nitrogen oxide emissions. Despite the continuing increase intraffic, the development and implementation of the technical innovations necessary for Euro IV / V compliance will lead to a further reduction in exhaust gas emissions.

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§ Boosting efficiency

§ Alternative fuels

Reducing CO2 output increasingly has priority

Reducing CO2 output increasingly has priority

The limited availability of crude oil and the findings regarding the influence CO2 has on the greenhouse effect is forcing experts toincreasingly focus on ways to reduce consumption. Because consumption reduction measures also have a positive effect on customer utility, development departments will deal with this issue even more extensively in the future.

CO2 emissions can essentially be reduced in one of two ways:

Either by increasing the efficiency of conventional engines in combination with new transport concepts, or by using alternative fuels and drive systems.

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50 t40 t

à 10% improvement in consumption

à CO2 reduction

Example

Increase in gross vehicle weight

Increase in gross vehicle weight

The following three approaches offer the most promise for boosting efficiency over the short and medium-term:

If legislators provide the required support, an increase in permitted payloads would make it possible to optimise consumption levels. Using current vehicle configurations, payloads could be increased by 10 tonnes to a gross vehicle weight of 50 tonnes. An improved overall traction force relative to the permissible gross combination weight could make it possible to reduce consumption by up to 10 percent. If the axle configuration shown were used, the roads would not be subject to any increased stresses and the number of vehicles would tend to decline.

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Integrierter Starter / Generator

Energy store + braking energyrecovery

Automatedmanuel

transmission

à fuel savings of up to 15 %

Ancillary units

„Mild hybrid“

Drive optimisation

Drive optimisation

Further potential could be tapped by using new technology in the area of the conventional drive. The biggest opportunities would be provided by using ancillary components that have been optimised in accordance to the respective need and by using automated manual transmissions with management systems. In addition, efficiency in this sector can be increased by combining an integrated starter / generator with energy storage devices for recovering braking energy. This combination is referred to as a mild hybrid.

Taken together, these measures can cut fuel consumption by up to15 percent, depending on the application.

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050

100150200250300350400450500550

1980

1982

1984

1986

1988

1990

1992

1994

1996

1998

2000

2002

2004

2006

2008

2010

2012

2014

Quelle: ifo, own calculations

Transport volume [in billion tonne-kilometers]

Distance travelled [in billion tonne-kilometers

Forecast:fuel savings of up to 10 %

Road transport in Germany

Road transport in Germany

A forecast of the development of road transport in Germany until2014 shows that the figures for both the number of kilometres travelled and the transportation volume are expected to continuously increase. However, because of improved transport logistics and rapid advances in information and communications technology (telematics), the number of miles travelled will increase at a lower rate than the transportation volume. This development is expected to lead to fuel savings of up to 10 percent between 2002 and 2014.

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Communikation

Position

Communications infrastructure

Traffic control centres

Adaptive Cruise Control (ACC) Navigation

Traffic management / road utilisation

Traffic management / road utilisation

Excessive traffic and construction sites are the cause of two-thirds of all traffic jams. According to traffic congestion experts, preventable small disturbances can lead to extensive traffic jams. By using a combination of satellite tracking, driver assistance systems, traffic control centres and improved communications, the number of disturbances that cause traffic congestion and stop-and-go situations can be minimised. The resulting improvement in traffic flow has a direct and positive effect on fuel consumption.

The aforementioned technologies can also be used to better manage the utilisation and deployment of commercial vehicles. In view of expected increases in transport costs per kilometre (tolls / taxes / fuel), this would also be a major benefit to customers.

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Liquid

Gaseous

§ Synthetic Diesel from natural gas

§ Biomass fuels

§ Synthetic Diesel from biomass

§ Biodiesel e.g. RME

§ LNG (liquified natural Gas)

§ CNG (compressed natural Gas)

§ H2 (hydrogen)

Alternative fuels

Alternative fuel solutions

Alternative fuel solutions

In addition to more efficient conventional systems, the use of alternative fuels and drive systems can also contribute to the reduction of CO2 output. The main alternatives to conventional fuels derived from crude oil can be differentiated on the basis of their state of aggregation at the ambient temperature and pressure.

The liquid alternatives include:

Synthetic diesel (Syn-Fuel). The main advantage of this fuel is its improved exhaust characteristics (PM, NOx). A disadvantage is that it does not improve the CO2 balance.

Biofuels such as synthetic diesel from biomass (Sun Fuel), sulphur-free synthetic fuel produced from biomass, and the rapeseed oil methyl ester (RME) known as biodiesel. These fuels have the advantage that they improve the CO2 balance.

In general, these fuels can be mixed with conventional fuels, so that they do not need a separate infrastructure.

The gaseous alternatives include:

Liquefied natural gas (LNG)

Compressed natural gas (CNG)

Hydrogen (H2), which can be produced by using primary sources of energy (both renewable and fossil energy sources)

In general, the gaseous fuels shown here have better exhaust emission characteristics. In addition, hydrogen can make a major contribution to reducing CO2 emissions.

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+ High energy density

+ Infrastructure exists

+ Handling

+ Low storage costs

Fuel

Liquid Gaseous- High volume à weight

- Range

- Limited infrastructure

- Handling

- High storage costs

Assessment of the various energy carriers

Assessment of the various energy carriers

The evaluation of gaseous and liquid fuels with regard to their properties, storage possibilities, infrastructures and handling at ambient temperature and pressure shows that gaseous fuels are at a major disadvantage.

A major advantage of liquid fuels is their higher energy density. A comparison of diesel fuel and CNG shows that even at a pressure of 250 bars, CNG occupies four times more volume than does diesel (hydrogen occupies 16 times more volume). As a result, the tanks of vehicles using gaseous fuels have to be four to sixteen times larger than those of other vehicles in order to carry the same amount of energy.

In addition to offering a higher energy density, liquid fuels also have the advantage of lower storage costs. In Germany, gas-powered vehicles require special, TÜV-approved tanks that are expensive to procure and maintain.

Compared to gaseous fuels, liquid fuels also have the advantage that an extensive infrastructure already exists for their use and that the handling of diesel has been widely tested in everyday practice.

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§ Diesel

§ Natural gas

§ Hydrogen

§ Clear diesel§ Syn-Diesel from petroleum§ Admixture of biofuels

Long-distance haulage

Short-radius distribution

Local public transport

Use Power train

DieselCombustion engineIncreased efficiency

Fuel CellPrecondition: passenger car technology

Combustion enginePossibly „mild hybrid“

Fuel

Conclusion

Conclusion

Conventional diesel engines will have to be improved further in the future, as there are no economically feasible alternatives to diesel fuel on the horizon for long-distance haulage. A number of interrelated measures, including higher vehicle weights, an optimised drive train, telematics systems and other concepts will have to be used to achieve optimum results for each area of application.

The partial substitution of fossil fuels through the admixture of Syn-Fuels or biofuels / Sun Fuels will lead to a desirable decline in the demand for crude oil and some reduction in CO2 emissions.

There is considerable potential for using alternative gaseous fuels such as natural gas (CNG/LNG) and liquefied petroleum gas (LPG) in delivery vehicles and local public transport, due to the fuels’ lower pollutant emissions and high availability worldwide. In fact, these fuels are already being reliably employed today.

At least in urban areas, the long-term trend will be towards the use of hydrogen as an energy carrier, as this fuel is carbon-free and not dependent on finite resources. However, this will require that the hydrogen is produced with the help of renewable sources of energy.

The two most suitable drive systems for hydrogen are:

Cost-efficient combustion engines with internal mixture formation (incl. mild hybrids)

Efficient PEM fuel cell drive systems with integrated braking energy recovery.

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Environmental and EnergyStrategies forFreight Transport Haulage... · 2015-07-24 · 2...

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