Welcome to the Final Conference - TRANSFORMERS … · Welcome to the Final Conference ......
Transcript of Welcome to the Final Conference - TRANSFORMERS … · Welcome to the Final Conference ......
Welcome to the
Final Conference
Thursday 29th June,
Volvo Trucks Experience Centre,
Gothenburg, Sweden
This project has received funding from the European Commission through the Seventh Framework Programme for research, technological development and demonstration under Grant Agreement No. 605170.
Final Conference, 29th June 2017 Agenda – Afternoon Sessions
13.20 Vehicle viewing & moveable roof demo Fraunhofer LBF, Van Eck,
13.50 Results & conclusions from TRANSFORMERS • Testing • Holistic simulation • Evaluation & conclusions • Q&A
DAF, IRU, TNO, Uniresearch, Virtual Vehicle, Volvo
15.20 Aeroflex - Introduction MAN (Ben Kraaijenhagen)
15.30 Coffee, vehicle viewing & moveable roof demo Fraunhofer LBF, Van Eck
16.00 Key note speech: Future transport solutions - the Volvo Group journey ahead
Lars Stenqvist Chief Technology Officer, Volvo Group Executive Vice President, Volvo Group Trucks Technology
16.20 Panel Discussion P&G (Sergio Barbarino), SCB (Bernd Meurer), Volvo (Lars Stenqvist), DAF (Jack Martens), IFSTTAR (Bernard Jacob), TNO (Rik Baert), IRU (Marc Billiet)
16.55 Closure of the day Volvo
17.00 Reception -
29th June 2017 TRANSFORMERS - Welcome 2
www.transformers-project.eu
This project has received funding from the European Commission through the Seventh Framework Programme for research, technological development and demonstration under grant agreement no 605170.
Testing Transformers Validation Activities
Guus Arts - DAF Trucks NV
Christophe Maillet – Volvo GTT
Ton Bertens – Van Eck Group
Objectives of testing activities;
Verify with simulations & measurements if targets are met
Validate innovations against customer requirements
Provide data to validate simulation models (TNO & ViF)
29/06/2017 TRANSFORMERS - Testing Slide 4
Introduction
EBS
Truck
EMGTDMS
EBS
Trailer
VCU
ISO11992/2
WBISO11992/3
Transformers innovations;
1. Hybrid on Demand
2. Aerodynamic improvements
3. Loading & unloading improvements
EBS
Truck
EMGTDMS
EBS
Trailer
VCU
ISO11992/2
WBISO11992/3
Main target; 25% reduction of CO2 emissions in g/t.km
Direct reduction of CO2 emissions;
Improved (and adaptable) trailer aerodynamics
Hybrid-On-Demand trailer technology
Increased transportation efficiency;
Improved trailer loading/unloading capability
Increased trailer payload capacity
29/06/2017 TRANSFORMERS - Testing Slide 5
Target
g
t.km
Energy Efficiency Trailer Load Optimisation Trailer Schmitz Cargobull Van Eck Group
29/06/2017 TRANSFORMERS - Testing Slide 6
Innovations
Hybrid on Demand system
Aerodynamic bulk head
Side skirts
Boat tail
Movable roof
Load volume indicator
Flexible movable floor
system Side skirts
Boat tail
Movable roof
Hybrid on Demand system
Aerodynamic bulk head
Side skirts
Boat tail
Movable roof
Load volume indicator
Flexible movable floor
systemSide skirts
Boat tail
Movable roof
29/06/2017 TRANSFORMERS - Testing Slide 7
Overview of validation activities
Transformer Innovation
Test objective Trailer Truck Test environment
Improved trailer aerodynamics
Vehicle drag force reduction
Energy Efficiency DAF Track
Fuel consumption reduction
Energy Efficiency Volvo Track
Hybrid-On-Demand trailer
Fuel consumption reduction
Energy Efficiency DAF Track, dense urban traffic
Energy Efficiency Volvo On-road, extra-urban and motorway
Load optimisation Fill speed Payload capacity Load factor
Load Optimization
Volvo Loading dock (LVI on test rig)
Use of existing (CAN-bus) signals
Dedicated sensors installed for specific accuracy
Synchronised by GPS
Naming convention for log data
04/07/2017 TRANSFORMERS - Testing Slide 8
Datalogging
Gateway
For synchronisation
04/07/2017
Logging Vector system Logging truck
Logging vbox
GateWay:
Engine torque mode
Drivers Demanded wheel
torque[%]
Actual Engine torque [%]
Engine speed[rpm]
Load at current speed [%]
Vehiclespeed [km/h]
Reference wheel Torque [Nm]
Drivers Retarder demand
For synchronisation
Truck Logging:
• Fuel consumption [g/s]
• Odometer [km]
• Velocity [km/h]
• Brake pressure/ switch
Trailer Logging:
• Battery SOC
• Battery current
• Battery voltage
• All data from/to Gateway
IFSTARSystem
IFSTAR Logging:
• Roll angle/rate of the CoG
• Yaw angle/rate of the CoG
• Pitch angle/rate of the CoG
• Longitudinal/Lateral/vertical dynamics of
the CoG,
• Side slip angle of each vehicle
• Vertical acceleration of axles
• Pressure on the braking pedal.
29/06/2017
Logging Vector system Logging truck
22/06/2017
Gateway
For synchronisation
Logging Vector systemLogging truck
Test Methodologies & Procedures
29/06/2017 TRANSFORMERS - Testing Slide 9
Improved trailer aerodynamics
Test track measurement
Schmitz reference trailer
500kg payload compensation
“High flat” as reference
Vehicle drag force reduction (Cd x A)
Test according Annex VI for CO2 declaration
Maximum -14.3% drag reduction for “high tapered” with boat tail
Significant contribution from boat tail
Effect from front bulkhead and side-skirts not included
Lower drag force reduction “low tapered” > “high tapered” configuration
Due to tractor-trailer height compatibility
29/06/2017 TRANSFORMERS - Testing Slide 10
Improved trailer aerodynamics
Configuration Roof deflector With boat tail Without boat tail Boat tail effect
High flat standard 91.4% Reference -8.6%
High tapered standard 85.7% 91.9% -6.8%
Low flat * no 87.1% 92.2% -5.5%
Low tapered * no 86.2% 90.8% -5.1%
Tractor SCB-trailer Cd*A relative
Type Roof deflector Type Roof Roof height
front/rear [mm] With boat tail Without boat tail
1 DAF_TF standard Ref - - invalid
2 DAF_TF standard HoD high flat 4000/4000 91.4 % 100 %
3 DAF_TF standard HoD high tapered 4000/3200 85.7 % 91.9 %
4 DAF_TF no HoD low flat 3500/3500 87.1 % 92.9 %
5 DAF_TF no HoD low tapered 3500/3200 86.2 % 90.8 %
Test Methodology & Procedure
Tests realized on Hällered main track
Tested speeds : 60, 70, 80, 90 & 100km/h
29/06/2017 TRANSFORMERS - Testing Slide 11
Improved trailer aerodynamics
Fuel consumption reduction at 80 km/h
Benefit up to -5.7%
Significant benefit from boat tail ~50%
Max benefit -9.2% at 90 km/h
For low tapered with boat tail
29/06/2017 TRANSFORMERS - Testing Slide 12
Improved trailer aerodynamics
with boat tail without boat tail tail effect (%)
High flat -0.9% Reference -0.9%
High tapered -5.5% -1.7% -3.8%
Low flat -5.0% -0.4% -4.5%
Low tapered -5.7% -3.4% -2.3%
Configuration With boat tail Without boat tail Boat tail effect
High flat -0.8% Reference -0.8%
High tapered -5.7% -2.0% -3.7%
Low flat -5.3% -0.9% -4.4%
Low tapered -5.2% -3.8% -1.5%
Configuration
Average speed
With boat tail Without boat tail Boat tail effect
High flat -0.9% Reference -0.9%
High tapered -5.5% -1.7% -3.8%
Low flat -5.0% -0.4% -4.5%
Low tapered -5.7% -3.4% -2.3%
DAF test-track test procedure Dense urban traffic
1150 kg payload compensation
Test Track; automated throttle
Hybrid-on-Demand on/off
Engine fuel signal
Fuel consumption reduction
29/06/2017 TRANSFORMERS - Testing Slide 13
Hybrid-On-Demand trailer
Payload (kg)
hybrid on/off
Fuel consumption
(l)
∆ SOC start/end test
Equivalent fuel consumption (l)
Fuel saving (%)
1200 on 1.88 2.3 % 2.00 6.6 0 off 2.14
16200 on 3.21 -1.9 % 3.11 5.9 15000 off 3.31
Energy consumption in cycle
Mass in itrailer (kg)
Hybrid SOC (%) Diesel equivalent
(l) Diesel (l)
Diesel equi (l) Diesel saving (%) Energy saving (%)
1200 on 2,3 0,12 1,88 2,00 12 6,6
0 off 2,14
16200 on -1,9 -0,10 3,21 3,11 3 5,9
15000 off 3,31
Volvo on-road test procedure
29/06/2017 TRANSFORMERS - Testing Slide 14
Hybrid-On-Demand trailer
1150 kg payload compensation when
HoD is ON
Extra-urban and motorway
Highway: 100% cruise control driving
Reference vehicle to eliminate random effects (e.g. weather)
Fuel flow sensor and GPS equipment
Extra-urban and motorway
29/06/2017 TRANSFORMERS - Testing Slide 15
Hybrid-On-Demand trailer
DistanceApprox
time
129km 1h55
Hällered – Borås – Göteborg – Alingsås – Hällered
Test name Initial SoC Fuel only SoC DiffFuel
(SoC compensation)
Ref. BOGA -
BOGA 1 42% -5.1% -4% -4.7%
BOGA 2 41% -3.2% -1% -3.1%
BOGA 4 50% -4.6% -10% -3.5%
BOGA cycle
&
37.1 L/100km
Motorway only
100% cruise control
29/06/2017 TRANSFORMERS - Testing Slide 16
Hybrid-On-Demand trailer
Borås – Ödeshög – Borås
DistanceApprox
time
263km 3h20
Test nameInitial
SoCFuel only SoC Diff
Fuel
(SoC compensation)
Speed
difference
[km/h]
Ref. BOB 40t GCW - 78.0 km/h
BOB 01 - 40t GCW 50% -2.9% 3.0% -3.0% -0.2
BOB 03 - 40t GCW 51% -3.3% 4.0% -3.5% -0.2
Ref. BOB 15t payload - 79.9 km/h
BOB 01 - 15t payload 38% -2.5% 7.0% -2.9% -0.1
BOB 02 - 15t payload 49% -2.0% -10.0% -1.4% 0.0
35.9 L/100km
30.3 L/100km
BOB cycle
Test Methodologies & Procedures
29/06/2017 TRANSFORMERS - Testing Slide 17
Load optimisation
Palletized goods, as 42% of goods
(tons) are shipped on pallets
3 representative shipments chosen by
Procter & Gamble
2 different P&G warehouses
KPI’s determined by video timestamps
Flexible moving floor
Increased floor space
Fill speed
10 pallets extra = +16 minutes but +30% load efficiency
Roof sets in 30 seconds to new shape
Closing trailer in acceptable 150 s (normally 20-30 s)
Payload capacity
Payload -2t due to moving floor, roof and reinforced bulk head. For low density products no real problem
Load factor
Improved payload utilization due to double floor and increased floor space up to a maximum of 106%
Remarks
Compatibility with different tractors due to battery charging pins
Uptime risk due to increased trailer complexity
29/06/2017 TRANSFORMERS - Testing Slide 18
Load optimisation
t (min)
t (min)
amo
un
t o
f p
alle
ts
amo
un
t o
f p
alle
ts
Truck Manufacturers Trailer Manufacturers Supplier End User
Researchers Service Supplier
Thank you for your attention
Questions?
This project has received funding from the European Union Seventh Framework Programme for research, technological development and demonstration under grant agreement no 605170
www.transformers-project.eu
Slide 20
www.transformers-project.eu
This project has received funding from the European Commission through the Seventh Framework Programme for research, technological development and demonstration under grant agreement no 605170.
Holistic Simulation
Bernhard Hillbrand
VIRTUAL VEHICLE
29.06.2017
Göteborg
Simulation Model
Motivation
Component optimisation
Holistic Simulation
Evaluation of the Simulation Model
Method
Results
Simulation Matrix
Scenarios
Variations
29/06/2017 TRANSFORMERS - Holistic Simulation Slide 22
Agenda
Simulation
Find Best Solution
Prototype / Production
Experiment with different …
- Configurations
- Parameter
- Scenarios
- Components
- Shapes
29/06/2017 TRANSFORMERS - Holistic Simulation Slide 24
Motivation for Simulations
Source: www.comicbookmovie.com
Simulations were used to find the optimal drive axle ratio for the HoD trailer.
Find best ratio for recuperation at higher velocities
Taking losses and EMG efficiency map into account
29/06/2017 TRANSFORMERS - Holistic Simulation Slide 25
Component Optimisation Recupera
tion E
nerg
y
74 76 78 80 82 84 86 88 90 92 94
-55
-50
-45
-40
velocity in km/h
Nd = 2.64
Nd = 2.74
Nd = 2.93
Nd = 3.07
Nd = 3.21
Nd = 3.42
Nd = 3.58
Nd = 3.73
Nd = 3.9
Nd = 4.11
0 20 40 60 80 100-60
-50
-40
-30
-20
-10
0
velocity in km/h
Nd = 2.64
Nd = 2.74
Nd = 2.93
Nd = 3.07
Nd = 3.21
Nd = 3.42
Nd = 3.58
Nd = 3.73
Nd = 3.9
Nd = 4.11
Features:
Supported by ICOS
29/06/2017 TRANSFORMERS - Holistic Simulation Slide 26
AVL Model.CONNECT
Co-Simulation
Variant Management
Case Management
Remote Simulation
Features:
29/06/2017 TRANSFORMERS - Holistic Simulation Slide 27
AVL Model.CONNECT
Co-Simulation
Variant Management
Case Management
Remote Simulation
Features:
29/06/2017 TRANSFORMERS - Holistic Simulation Slide 28
AVL Model.CONNECT
Co-Simulation
Variant Management
Case Management
Remote Simulation
Features:
29/06/2017 TRANSFORMERS - Holistic Simulation Slide 29
AVL Model.CONNECT
Co-Simulation
Variant Management
Case Management
Remote Simulation Co-Simulations were done at Virtual Vehicle in Austria with remote access to models at TNO in the Netherlands
29/06/2017 TRANSFORMERS - Holistic Simulation Slide 31
Measurement data
Comparing the results of the Simulations to measured data of the Volvo test runs in Sweden
Borås – Göteborg – Alingsås (BOGA)
Borås – Ödeshög – Borås (BOB)
Source: Google Maps
Key Performance Indikator 3 (KPI) = 𝑒𝑛𝑒𝑟𝑔𝑦
𝑡𝑜𝑛 ∙𝑘𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟
29/06/2017 TRANSFORMERS - Holistic Simulation Slide 32
Evaluation Method (1)
Generic Truck Model and Trailer Model
Real Volvo Truck and Hybrid-on-Demand
(HoD) Trailer
Driver/Cruise Control
real altitude
Road Gradiant
Velocity, Speed,..
Velocity, Speed,..
Fuel, SOC,…
Fuel, SOC,…
KPI3 Calculation
KPI3 Calculation
Velocity Profile
29/06/2017 TRANSFORMERS - Holistic Simulation Slide 33
Evaluation Method (2)
Simulation NoHoD Trailer
Simulation HoD Trailer
same
input profile
-
KPI3
KPI3
Δ KPI3
Measurement NoHoD Trailer
Measurement HoD Trailer
same
Driver, Track
-
KPI3
KPI3
ΔKPI3
Comparison of ΔKPI3 for each
Track
Multiple NoHoD/HoD test runs result in a set of ΔKPI3
The simulations proofed to be within this area
It shows that the HoD system in the simulations is comparable with the HoD system in the Transformers HoD Trailer
29/06/2017 TRANSFORMERS - Holistic Simulation Slide 34
Evaluation Method (3)
Goal: to do many variations of the original simulation model
29/06/2017 TRANSFORMERS - Holistic Simulation Slide 36
Simulation Matrix
29/06/2017 TRANSFORMERS - Holistic Simulation Slide 37
Routes
Routes
Motorway driving (flat surface)
Motorway driving (mixed environments)
Frequent Elevation Changes
Steep Hills
Urban Driving
These variations result in a big matrix
Results were used for evaluation by TNO
29/06/2017 TRANSFORMERS - Holistic Simulation Slide 38
Simulation Matrix
EMG: An EMG with more power (up to
240 kW) showed always better results
–> additional weight was neglected
Battery: weight of the battery (+housing and thermal system) has a bigger impact, thus a smaller battery size is better for some routes
29/06/2017 TRANSFORMERS - Holistic Simulation Slide 39
Optimal Configurations
Ref. EMG Ref. Battery
80 kW (~ 60 kg)
20 kWh (~ 600 kg)
Battery Flat Mixed Env. Freq. Elev. Changes Steep Hills Urban
5 kWh
10 kWh Empty
15 kWh Average Payload
20 kWh Full
Truck Manufacturers Trailer Manufacturers Supplier End Users
Research Organisations Service Supplier
Thank you for your attention
Questions?
This project has received funding from the European Union Seventh Framework Programme for research, technological development and demonstration under grant agreement no 605170
www.transformers-project.eu
Slide 40
www.transformers-project.eu
This project has received funding from the European Commission through the Seventh Framework Programme for research, technological development and demonstration under grant agreement no 605170.
Evaluation, Conclusions & Outlook
Marc Billiet (IRU)
Gertjan Koornneef (TNO)
Final Event – June 29th 2017
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 43
Evaluation Framework
Test results Simulations
Mission profiles
Effects of innovations
Economic evaluation
road type
topology
congestion
payload 1 tons 15 tons 25 tons 1 tons 15 tons 25 tons 1 tons 15 tons 25 tons 1 tons 15 tons 25 tons 1 tons 15 tons 25 tons 1 tons 15 tons 25 tons 1 tons 15 tons 25 tons
Default [HF+NBT / noHOD] 0,45 0,05 0,03 0,49 0,05 0,04 0,53 0,05 0,04 0,26 0,02 0,02 0,26 0,02 0,02 0,27 0,02 0,02 0,28 0,03 0,02
A low Loading efficiency low [+1 tons] 0,23 0,04 0,03 0,25 0,05 0,04 0,27 0,05 0,04 0,13 0,02 0,01 0,13 0,02 0,02 0,14 0,02 0,02 0,14 0,03 0,02
A med Loading efficiency med [+3 tons] 0,12 0,04 0,03 0,14 0,04 0,03 0,14 0,04 0,03 0,07 0,02 0,01 0,07 0,02 0,01 0,07 0,02 0,02 0,08 0,02 0,02
A high Loading efficiency high [+5 tons] 0,09 0,04 0,03 0,10 0,04 0,03 0,10 0,04 0,03 0,05 0,02 0,01 0,05 0,02 0,01 0,05 0,02 0,01 0,05 0,02 0,02
B low Aerodynamics low [HF+BT] 0,45 0,05 0,03 0,50 0,05 0,04 0,53 0,05 0,04 0,25 0,02 0,01 0,25 0,02 0,02 0,26 0,02 0,02 0,27 0,03 0,02
B med Aerodynamics high [HT+NBT] 0,45 0,05 0,03 0,50 0,05 0,04 0,53 0,05 0,04 0,25 0,02 0,02 0,25 0,02 0,02 0,26 0,02 0,02 0,27 0,03 0,02
B high Aerodynamics high [HT+BT] 0,45 0,05 0,03 0,50 0,05 0,04 0,53 0,05 0,04 0,24 0,02 0,01 0,25 0,02 0,02 0,25 0,02 0,02 0,27 0,03 0,02
C low HoD low [80kW/20kWh] 0,42 0,04 0,03 0,46 0,05 0,03 0,49 0,05 0,04 0,26 0,02 0,02 0,26 0,02 0,02 0,27 0,02 0,02 0,27 0,03 0,02
C med HoD med [160kW/20kWh] 0,38 0,04 0,03 0,42 0,04 0,03 0,46 0,04 0,03 0,26 0,02 0,01 0,26 0,02 0,02 0,27 0,02 0,02 0,26 0,02 0,02
C high HoD high [240kW/10kWh] 0,35 0,04 0,03 0,39 0,04 0,03 0,43 0,04 0,03 0,25 0,02 0,01 0,25 0,02 0,01 0,27 0,02 0,02 0,26 0,02 0,02
A+B Total potential low Combination low 0,23 0,04 0,03 0,26 0,05 0,04 0,28 0,05 0,04 0,13 0,02 0,01 0,13 0,02 0,01 0,13 0,02 0,02 0,14 0,03 0,02
A+B Total potential med Combination med 0,13 0,04 0,03 0,14 0,04 0,03 0,15 0,05 0,04 0,07 0,02 0,01 0,07 0,02 0,01 0,07 0,02 0,01 0,08 0,02 0,02
A+B Total potential high Combination high 0,09 0,04 0,03 0,10 0,04 0,03 0,10 0,04 0,03 0,04 0,02 0,01 0,05 0,02 0,01 0,05 0,02 0,01 0,05 0,02 0,02
A+C Total potential low Combination low 0,22 0,04 0,03 0,24 0,04 0,03 0,25 0,05 0,03 0,13 0,02 0,01 0,13 0,02 0,01 0,14 0,02 0,02 0,14 0,02 0,02
A+C Total potential med Combination med 0,11 0,04 0,03 0,12 0,04 0,03 0,12 0,04 0,03 0,07 0,02 0,01 0,07 0,02 0,01 0,07 0,02 0,01 0,07 0,02 0,02
A+C Total potential high Combination high 0,07 0,03 0,03 0,08 0,03 0,03 0,08 0,04 0,03 0,05 0,02 0,01 0,05 0,02 0,01 0,05 0,02 0,01 0,05 0,02 0,01
B+C Total potential low Combination low 0,42 0,04 0,03 0,47 0,05 0,03 0,50 0,05 0,04 0,25 0,02 0,01 0,25 0,02 0,02 0,26 0,02 0,02 0,26 0,02 0,02
B+C Total potential med Combination med 0,39 0,04 0,03 0,43 0,04 0,03 0,46 0,04 0,03 0,25 0,02 0,01 0,25 0,02 0,01 0,26 0,02 0,02 0,26 0,02 0,02
B+C Total potential high Combination high 0,35 0,04 0,03 0,40 0,04 0,03 0,43 0,04 0,03 0,24 0,02 0,01 0,24 0,02 0,01 0,25 0,02 0,01 0,25 0,02 0,02
A+B+C Total potential low Combination low 0,22 0,04 0,03 0,24 0,04 0,03 0,26 0,05 0,03 0,13 0,02 0,01 0,13 0,02 0,01 0,13 0,02 0,02 0,13 0,02 0,02
A+B+C Total potential med Combination med 0,11 0,04 0,03 0,12 0,04 0,03 0,13 0,04 0,03 0,07 0,02 0,01 0,07 0,02 0,01 0,07 0,02 0,01 0,07 0,02 0,02
A+B+C Total potential high Combination high 0,07 0,03 0,03 0,08 0,03 0,03 0,08 0,04 0,03 0,04 0,02 0,01 0,04 0,02 0,01 0,05 0,02 0,01 0,05 0,02 0,01
medium
urban motorway
flat flat hilly mountain
lowlow medium high low high
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 44
Testing vs. Simulation
DAF, Volvo, P&G test results
ViF simulation
results
TNO Transformers
Potential- evaluation
results
Fidelity of results
CO
VER
AG
E O
F TR
AN
SPO
RT
DO
MA
IN
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 45
Reminder: Targets of the project
Load Optimisation In the range of 3-40%
Whole Vehicle Aerodynamics Approx. 8%
Hybrid-on-demand 3 – 5%
Primary focus of the evaluation and potential
estimation:
Impact on diesel fuel consumption
= Impact on CO2 emission
= Impact on energy
consumption
To avoid confusion, only fuel consumption (FC) is
mentioned here
Per ton.km! Overall goal: 25% better energy efficiency
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 46
Demonstrator test results
Hybrid-on-Demand: Target: 3 to 5%
Loading efficiency: Target: 3-40%
Aerodynamic features: Target: approx. 8%
Motorway: 2.2 to 3.8% fuel consumption (FC) reduction Urban heavy traffic: 6 to 7%
Up to 14% drag reduction, 5.7% FC reduction at 80 km/h
1 additional pallet on floor (3%); Double floor: additional floor space;
+10 pallets = +30%= +16 minutes
Road type variation:
Urban flat
Motorway flat
Motorway hilly
Motorway steep hills
Payload variation:
Empty 40 ton GCW
Traffic variation:
Low, medium and high congestion level
Road condition: good
Weather: 20 °C, no rain/wind
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 47
Testing vs. Real-life conditions
Multi-dimensional evaluation required to
estimate potential
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook→→→
Potential of the HoD system
VIF simulation results used as input for evaluation tool
Impact traffic dynamics (low versus high congestion level) is only 1% →in the graph: average congestion
(Short term) regeneration potential determines FC saving potential
High potential for configuration optimization: up to 18%
-20%
-18%
-16%
-14%
-12%
-10%
-8%
-6%
-4%
-2%
0%
FC savings in %/ton.km for 15 ton payload
Motorway: flat and hilly
Urban: flat and motorway: steep hills
Tested variants
Tested configuration: 80 kW EMG /
20 kWh battery
160 kW EMG / 20 kWh battery
240 kW EMG / 10 kWh battery
Slide 48
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 49
Potential of aero measures
Evaluation based on drag reduction data from measurements, for SCB semi-trailer
Realistic routes, no constant speeds
Highest impact on routes with highest average speed, no impact at low speeds (urban)
Impact boat tail on FC: up to 3%
Impact movable roof on FC: up to 3%
Combined FC savings up to 6.5% in realistic routes
Note: reference included optimized bulkhead and sidewings impact of all combined
measures higher than shown here
Additional floor space w/o double floor: +1 pallet
+3% fuel consumption saving per ton.km
Impact double floor shows high potential, and is dependent of type of cargo: volume vs. mass
Cargo density study shows that up to approx. 7 ton additional cargo is realistic
In the evaluation, +1, +3 and +5 ton additional cargo scenario’s are used
Example of averaged impact on fuel consumpton using various road types and congestion levels, in %/ton.km:
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 50
Potential of efficient loading
FC impact Payload 8 tons Payload 15 tons
+ 1 ton - 9 %/ton.km - 4
+ 3 ton - 22 - 12
+ 5 ton - 31 - 17
FC in %/tonkm Congestion Payload Hybrid-on-Demand + Aerodynamic
+ 1 ton extra +3 ton extra + 5 ton extra
Urban Average 15 ton -20% -26% -30%
Motorway: flat Average 15 ton -12% -19% -25%
Motorway: hilly Average 15 ton -13% -20% -26%
Motorway: steep hills Average 15 ton -22% -28% -33%
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 51
Potential of combined innovations
25% overall savings can be reached!
Combined effects of optimal aerodynamic and HoD configurations for constant conditions
Efficient loading varied from +1 to +5 tons extra
The results shown before imply constant conditions (i.e. payload, road type, …)
In real-life, transport missions consist of varying conditions
3 partner based missions are used as example for applications in Europe
Transport type = palletized goods : 40% share of goods in EU & focus of project
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 52
The meaning for EU transport
National urban / flat - Amsterdam (NL) city
delivery - 90% urban, 10% m.way flat - Payload decreasing 15t 3t
EU short distance (P&G) - Euskirchen (D) – Amiens (F)
and return - 12% urban, 88% m.way hilly - Payload 20t and 7t (return)
EU long distance (P&G) - Euskirchen (D) – Rome (I) - Urban 12% / M.way flat 62% /
M.way hilly 18% / M.way steep hills 9%
- Payload 22t
Urban/flat P&G short distance P&G long distance
Kkm/year 50 kkm 100 kkm 200 kkm 100 kkm 200 kkm
FC impact [/ton.km] -26 % -22 % -22 % -17 % -17 %
Total annual savings [€/yr] 4 k€ 4 k€ 8 k€ 6 k€ 11 k€
NPV [€] - 8 yr 4% int. 27 k€ 26 k€ 52 k€ 39 k€ 77 k€
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 53
Typical EU transport missions
Combined effects of optimal HoD and aerodynamic (High Tapered + Boat tail)
Efficient loading: 3 ton extra, assuming High Tapered shape allows for additional cargo
Weight reduction for HoD system and aerodynamic measures: 0.5 to 1 % additional benefit
Improved control strategy HoD: first simulations indicate up to 5% additional benefit
Plug-in functionality: additional benefit currently being investigated
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 54
Future potential
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 55
Impact on CO2 Certification
Tool to calculate CO2 emission from new conventional HD vehicle
configurations
Transformers characteristics In VECTO? VECTO tool adaptation possible
Adaptable loading efficiency* No Yes / Limited effort
Adaptable aerodynamics* No Yes / Limited effort
Hybrid on Demand* No No / Extension needed that considers strong impact of control/energy management
strategies
* With corresponding weight penalty
Three succesfull Transformers innovations demonstrated
All have a high savings potential, depending on mission profile
Loading efficiency improvement measures have highest TRL and impact (savings / NPV)
Aerodynamic measures demand comparable technological effort but with lower impact and only for long haul applications
HoD technology has highest challenge in terms of NPV.
Paths identified for further HoD improvement (weight reduction, plug-in capability, improved HoD control strategy)
Depending on the expected portfolio of vehicle missions, future trailer fleets could consist of trailers that implement 1,2 or all Transformers innovations
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 56
Summary
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 57
Part 2: Conclusions and Outlook
HoD (3-5%)
Aerodynamics (8%)
Load optimisation
(3-40%)
Mission adaptable
Widely marketable, standard
Within current legal framework
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 58
Overall Conclusions
TRANSFORMERS = potentially robust solutions
On the road to the market, but not there yet
Challenging to innovate within current rules – not impossible
Vehicle combination approach + cooperation = essential
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 59
Conclusions - Key messages
Aerodynamics – movable roof
•greening – reduced fuel consumption – reduced CO2 emissions
•operational efficiency – platooning – better traffic fluidity
•operational efficiency – fuel consumption reduction
Load optimisation – movable floor
•road safety – load securing device
•higher load capacity – more freight with fewer vehicles – better traffic fluidity
• operational efficiency – higher loading capacity
HoD
•greening – reduced fuel consumption – reduced CO2 emissions
•operational efficiency – additional vehicle power on-demand
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 60
Outlook – Transformers usefulness?
Further Cooperation
Further develop the vehicle concepts
Enabling rules and incentives
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 61
Outlook - What needs to happen?
- 60%
CO2
2050
+55%
Freight volume
2010-2050
+17%
Energy
Consumption
Approx. -80%
CO2
2050
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 62
Transformers and EU policy
Putting Transformers solutions in perspective – combine with other measures and initiatives
TRANSFORMERS
AEROFLEX
MARKET
29/06/2017 TRANSFORMERS - Evaluation, Conclusions and Outlook Slide 63
Future - Vision
Truck Manufacturers Trailer Manufacturers Supplier End Users
Research Organisations Service Supplier
Thank you for your attention
Questions?
This project has received funding from the European Union Seventh Framework Programme for research, technological development and demonstration under grant agreement no 605170
www.transformers-project.eu
Slide 64
www.transformers-project.eu
This project has received funding from the European Commission through the Seventh Framework Programme for research, technological development and demonstration under grant agreement no 605170.
Question & Answer
Cor van der Zweep Uniresearch
AEROFLEX
Aerodynamic and Flexible Trucks for Next
Generation of Long Distance Road Transport
Ben Kraaijenhagen | Gothenburg | 29.06.2017
MAN Truck & Bus | | Ben Kraaijenhagen | 03.05.2017 | Technical Coordinator AEROFLEX
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Strategic vehicle concepts and architecture (EC2015/719 L)
Summary
Project status
Submission on 1.02.2017, approval 17.05.2017.
Start of project 10.17. Kick of meeting at MAN Munich, 26/27.10.2017
Coordinator Ben Kraaijenhagen (MAN Truck & Bus AG)
Program Horizon 2020, GV-09-2017 Aerodynamic and flexible trucks
Acronym/title AEROFLEX – AEROdynamic and FLEXible Trucks for Next Generation
of Long Distance Road Transport
Consortium
23 partner from 7 EU-countries and TR: MAN (coordinator), DAF, Iveco,
Scania, Volvo, CRF, UNR, SCB, VEG, TIRSAN, CREO, Michelin, Wabco,
Chalmers, DLR, IDIADA, Fraunhofer, HAN, NLR, TML, TNO, MHH, UIRR .
(Daimler in project Sounding Board).
Duration 3,5 yr, 10/17 – 03/21
Cost ca. 11,5 M€
FTE-need 1013 person months
Funding ca. 9,5M€
Submissio
n
Approval Start End
THE VISION OF THE AEROFLEX IS TO SUPPORT VEHICLE
MANUFACTURERS TO ACHIEVE THE COMING CHALLENGES
FOR ROAD TRANSPORT.
MAN Truck & Bus AG | | Ben Kraaijenhagen | 29.06.2016 | TRANSFORMERS | Final Event 68
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Goals and achievements
69
Summary
Technology Readiness Level (TRL)
03/2020
02/2021
MAN Truck & Bus AG | | Ben Kraaijenhagen | 29.06.2016 | TRANSFORMERS | Final Event
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Participants & Sounding Board
70
Summary
MAN Truck & Bus AG | | Ben Kraaijenhagen | 29.06.2016 | TRANSFORMERS | Final Event
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Organisational structure,
decision-making mechanism and management procedures
71
Summary
The management structure of the AEROFLEX project is depicted in Figure 3-3:
MAN Truck & Bus AG | | Ben Kraaijenhagen | 29.06.2016 | TRANSFORMERS | Final Event
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THE VISION OF THE AEROFLEX IS TO SUPPORT VEHICLE MANUFACTURERS
TO ACHIEVE THE COMING CHALLENGES FOR ROAD TRANSPORT
72
Objectives
The overall objective of the AEROFLEX project is to develop and demonstrate new technologies, concepts and
architectures for complete vehicles that are energy efficient, safe, comfortable, configurable and cost-effective, while
ensuring that the varying needs of customers are satisfied by being flexible and adaptable with respect to the continuously
changing operational conditions.
These new configurable truck concepts should meet the future logistics and co-modality needs to be met for the
different segments and markets.
OBJECTIVE 1: Characterise the European freight transport market (map, quantify and predict), the drivers, the
constraints, the trends, and the mode and vehicle choice criteria
OBJECTIVE 2: Develop new concepts and technologies for trucks with reduced drag, which are safer, comfortable,
configurable and cost effective and ensure satisfaction of customer needs under varying transport tasks and conditions.
OBJECTIVE 3: Demonstrate potential truck aerodynamics and energy management improvements with associated
impact assessments of the new vehicle concepts, technologies and features developed in the AEROFLEX project.
OBJECTIVE 4: Drafting of coherent recommendations for revising standards and legislative frameworks in order to
allow the new aerodynamic and flexible vehicle concepts on the road.
MAN Truck & Bus AG | | Ben Kraaijenhagen | 29.06.2016 | TRANSFORMERS | Final Event
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Context, challenges and targeted advances for the regulatory framework
73
Objectives
Present limitations
Loading units are not fully interchangeable (see Figure 1-2).
Loading units are not used as efficiently as possible due to the
highly limited use of available information.
Existing transport system cannot meet the dynamic demands of
future long- distance, inter-urban and urban transport.
Concepts must be developed to enable the full transport matrix
(Figure 1-2) in order to use the infrastructure optimally.
Beyond the state of the art
AEROFLEX develops technologies and standards for multimodal
transport in Europe and assesses the impact, to deliver cleaner,
safer and more efficient road transport.
The starting point is the loading unit.
Technologies are developed for EC96/5312 – EC2015/719
vehicles, up to 44t GCW (Figure 1-3).
An analysis will be performed for EMS1 and EMS2 vehicles up to
74t GCW for regional areas.
Vehicle concepts and future freight demands will be mapped, to
prepare logistics service providers and carriers for multimodal
transport.
Scenario assessment on new vehicle concepts, including market
potential and future outlook
The definition of recommendations for a future regulatory
framework.
MAN Truck & Bus AG | | Ben Kraaijenhagen | 29.06.2016 | TRANSFORMERS | Final Event
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Concept & Approach
Concept and Approach
7 work packages to achieve the 4 objectives
OBJECTIVE 1: Characterise the European freight
transport market (orange part)
OBJECTIVE 2: Develop new concepts and
technologies for trucks (blue part)
OBJECTIVE 3: Demonstrate potential truck
aerodynamics and energy management
improvements (green part)
OBJECTIVE 4: Drafting of coherent
recommendations for revising standards and
legislative frameworks in order to allow the new
aerodynamic and flexible vehicle concepts on the
road. (purple part)
MAN Truck & Bus AG | | Ben Kraaijenhagen | 29.06.2016 | TRANSFORMERS | Final Event 74
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Concept & Approach
Concpet and Approaoch
The orange-coloured “Boundaries and
Constraints” block represents the activities of
mapping, quantifying and predicting of the
European freight transport market, the drivers, the
constraints, the trends and the mode and vehicle
choice criteria in the period 2018 – 2035.
DLR
MAN Truck & Bus AG | | Ben Kraaijenhagen | 29.06.2016 | TRANSFORMERS | Final Event 75
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Concept & Approach
Concpet and Approaoch
MAN
The blue-coloured “New Concepts and
Technologies” block indicates the selected truck
technologies and concepts to be advanced from
TRL5 to TRL6/7:
The key innovations are:
- An Advanced Energy Management Powertrain
(AEMPT) architecture and control for distributed
electric hybrid powertrains with an optimised
energy management system and standardized
interfaces for multi-brand compatibility and optimal
interchangeability;
- A smart steerable dolly with energy storage for
EMS vehicles and for ‘autonomous’ manoeuvring at
hubs and docking stations;
- Smart Loading Units for overall efficiency gains
by separate platforms for volume and weight freight
and by more effective loading space utilisation;
VOLV
O
MAN Truck & Bus AG | | Ben Kraaijenhagen | 29.06.2016 | TRANSFORMERS | Final Event 76
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Concept & Approach
Concpet and Approaoch
SCANI
A
IVECO
- A wide range of Aerodynamic Features and Devices
for the Complete Vehicle to reduce drag that are
adaptable to their logistics task and circumstances, will
be considered; selected features will be developed and
integrated into the demonstrator vehicles such as:
o Active geometry: active air deflectors, active side
skirts, inflatable gap sealing, extending air deflectors,
adjustable 5th wheel, retractable trailer, adaptive rims,
adjustable underbody fairings, changing the ride height,
adaptable trailer shape, movable boat-tail and rotating
cylinders;
o Passive geometry: covered underbody, covered rear
wheels, boat-tail and trailer chassis covering;
o Active flow control: tangential blowing, suction,
plasma actuators, synthetic jets and base bleeding;
o Passive flow control: vortex generators, air curtains
and porous surfaces;
- An Innovative Front End Design for improved
aerodynamics and to help ensure survivability of
vulnerable road users in crashes up to 50 km/h. MAN Truck & Bus AG | | Ben Kraaijenhagen | 29.06.2016 | TRANSFORMERS | Final Event 77
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Concept & Approach
Concpet and Approaoch
IDIAD
A
TNO
The green-coloured “Demonstration and Impact
Assessment” block regards the evaluation of the
vehicle demonstrators which will be conducted
together with the technical impact assessment of
the new vehicle concepts, technologies and
features developed in the AEROFLEX project.
This includes a coherent test matrix of the
operational performance, safety aspects, fuel
consumption and pollutant emissions of the
demonstrator vehicles for specific use cases on
test track and in on-road tests, and in wind tunnel
tests on scale models.
A cost benefit analysis on vehicle concept level and
underlying technologies and systems will also be
performed.
The targeted end TRL level is 7 to 8.
MAN Truck & Bus AG | | Ben Kraaijenhagen | 29.06.2016 | TRANSFORMERS | Final Event 78
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Concept & Approach
Concpet and Approaoch
IDIAD
A The purple-coloured “Recommendations” block
regards the process of drafting recommendations
for a set of smart and coherent performance based
standards for future trucks, load carriers and road
infrastructure, including a proposal for the
implementation of the performance based
standards by 2025 for policy makers and regulatory
bodies.
This so-called Handbook of Recommendations will
be finalised based on extensive consultations with
the stakeholders and Sounding Board comprising
key representatives of freight logistics, road, water
and rail transportation, the legislative sector, NGOs
such as ETSC.
MAN Truck & Bus AG | | Ben Kraaijenhagen | 29.06.2016 | TRANSFORMERS | Final Event 79
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Measures to maximise impact
80
Impact
The focus of the AEROFLEX Project
is the research for new vehicle
concepts, technologies and standards
for the logistics of freight along
corridors and regional roads in a
multimodal environment, having a
clear route to the market.
Figure 2-2 shows how the results will
be implemented and what on the long
term AEROFLEX will mean for
Europe: the heavy vehicle industry,
regulations, market, and society.
MAN Truck & Bus AG | | Ben Kraaijenhagen | 29.06.2016 | TRANSFORMERS | Final Event
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The AEROFLEX innovations will be very cost-effective for the operator
81
Impact
They reduce the TCO by 12%,
increase the utilization by 20%,
and save 4.6 M€ over 48 months
(see Figure 2.3).
The smart loading units and EMS
vehicles allow the operator to
transport the same cargo as today,
but with fewer loading units (-9%),
fewer drivers (-15%) and less fuel (-
24%).
On top of that, the CO2 emission for
his fleet drops by 32%.
The operator will have returns on his
investment after 28 months, which is
an acceptable amortisation.
In conclusion, there is a clear
business case for the technology
developed in the AEROFLEX project.
MAN Truck & Bus AG | | Ben Kraaijenhagen | 29.06.2016 | TRANSFORMERS | Final Event