DYNAMIC CHARGING PLATOON FOR electric road freight transport.
ROAD freight CHALLENGES
Transport remains the last sector where fossil fuel depen - dency has not been substantially mitigated, which makes it a leading source of green-house gas (GHG) emissions. Due to the expected growth in demand for transport, the International Transport Forum (ITF) estimates that global emissions from road freight transport will grow from 1.36 gigatons of CO 2 in 2015 to 2.40 gigatons by 2050.
Furthermore, according to the ITF and other organizations, total emissions caused by surface freight transport are expected to overtake those of surface passenger transport.
To counter the trend of growing GHG emissions caused by road freight transportation and to achieve significant reductions in line with defined climate goals, there are several policy options. Avoiding road transport and shift - ing freight to other transportation modes, such as electric rail systems, may provide an opportunity.
However, road freight is anticipated to remain a large and faster growing segment of the transport system. Solutions to improve its efficiency and performance of road transport are therefore essential in order to achieve the climate goals that have been set.
Increased vehicle efficiency as well as the use of bio-fuels are options: but they do not provide the necessary impact considering the huge gap between predicted emissions and the reduction goals. Electromobility offers a variety of benefits, including improved local air quality, fuel diversification into renewable sources to reduce dependency on fossil fuels, and increased energy efficiency, that lower operating costs.
Given that several countries already have a very low carbon footprint for electricity, and that the global trend is toward the decarbonization of power generation as part of the climate change mitigation measures, it makes sense to explore solutions that utilize electricity for freight transport.
The main obstacle to use batteries for electrified road freight has been the size and weight required for on-board storage of electrical energy.
Contrary to an application in passenger cars operational aspects such as cycle times, transported loads and distances driven, constitute significant hurdles when it comes to the use of battery solutions for heavy duty vehicles and long haul applications. In addition, there is the challenge of charging such batteries in an acceptable period of time, without damaging the battery or disrupting the grid.
Another way to utilize renewable electricity in road freight transport is through electrolysis to create hydrogen for either the use in fuel cells or as basis for liquid or gas based fuels. However, any conversion of energy is associated with notable losses and consequently negative impacts on the well-to-wheel efficiency.
This in turn significantly increases the requirement of renewable energy input and thus the required investments. These problems can be solved by providing electrical power directly and conductively to the vehicle while it is driving.
Losses are limited to conventional electricity distribution and the on-board power electronics and the outstanding efficiency of the electric machine can be utilized to full extent.
This advantage in system efficiency translates into significant benefits in operating costs.
Furthermore, according to the ITF and other organizations, total emissions caused by surface freight transport are expected to overtake those of surface passenger transport.
To counter the trend of growing GHG emissions caused by road freight transportation and to achieve significant reductions in line with defined climate goals, there are several policy options. Avoiding road transport and shift - ing freight to other transportation modes, such as electric rail systems, may provide an opportunity.
However, road freight is anticipated to remain a large and faster growing segment of the transport system. Solutions to improve its efficiency and performance of road transport are therefore essential in order to achieve the climate goals that have been set.
Increased vehicle efficiency as well as the use of bio-fuels are options: but they do not provide the necessary impact considering the huge gap between predicted emissions and the reduction goals. Electromobility offers a variety of benefits, including improved local air quality, fuel diversification into renewable sources to reduce dependency on fossil fuels, and increased energy efficiency, that lower operating costs.
Given that several countries already have a very low carbon footprint for electricity, and that the global trend is toward the decarbonization of power generation as part of the climate change mitigation measures, it makes sense to explore solutions that utilize electricity for freight transport.
The main obstacle to use batteries for electrified road freight has been the size and weight required for on-board storage of electrical energy.
Contrary to an application in passenger cars operational aspects such as cycle times, transported loads and distances driven, constitute significant hurdles when it comes to the use of battery solutions for heavy duty vehicles and long haul applications. In addition, there is the challenge of charging such batteries in an acceptable period of time, without damaging the battery or disrupting the grid.
Another way to utilize renewable electricity in road freight transport is through electrolysis to create hydrogen for either the use in fuel cells or as basis for liquid or gas based fuels. However, any conversion of energy is associated with notable losses and consequently negative impacts on the well-to-wheel efficiency.
This in turn significantly increases the requirement of renewable energy input and thus the required investments. These problems can be solved by providing electrical power directly and conductively to the vehicle while it is driving.
Losses are limited to conventional electricity distribution and the on-board power electronics and the outstanding efficiency of the electric machine can be utilized to full extent.
This advantage in system efficiency translates into significant benefits in operating costs.
ELECTRIFIED SOLUTION
Electromobility offers a variety of benefits, including improved local air quality, fuel diversification into renewable sources to reduce dependency on fossil fuels, and increased energy efficiency, that lower operating costs. Given that several countries already have a very low carbon footprint for electricity, and that the global trend is toward the decarbonization of power generation as part of the climate change mitigation measures, it makes sense to explore solutions that utilize electricity for freight transport.
The main obstacle to use batteries for electrified road freight has been the size and weight required for on-board storage of electrical energy.
Contrary to an application in passenger cars operational aspects such as cycle times, transported loads and distances driven, constitute significant hurdles when it comes to the use of battery solutions for heavy duty vehicles and long haul applications.
In addition, there is the challenge of charging such batteries in an acceptable period of time, without damaging the battery or disrupting the grid.
Another way to utilize renewable electricity in road freight transport is through electrolysis to create hydrogen for either the use in fuel cells or as basis for liquid or gas based fuels.
However, any conversion of energy is associated with notable losses and consequently negative impacts on the well-to-wheel efficiency.
This in turn significantly increases the requirement of renewable energy input and thus the required investments. These problems can be solved by providing electrical power directly and conductively to the vehicle while it is driving. Losses are limited to the on-board power electronics and the outstanding efficiency of the electric machine can be utilized to full extent.
This advantage in system efficiency translates into significant benefits in operating cost.
The main obstacle to use batteries for electrified road freight has been the size and weight required for on-board storage of electrical energy.
Contrary to an application in passenger cars operational aspects such as cycle times, transported loads and distances driven, constitute significant hurdles when it comes to the use of battery solutions for heavy duty vehicles and long haul applications.
In addition, there is the challenge of charging such batteries in an acceptable period of time, without damaging the battery or disrupting the grid.
Another way to utilize renewable electricity in road freight transport is through electrolysis to create hydrogen for either the use in fuel cells or as basis for liquid or gas based fuels.
However, any conversion of energy is associated with notable losses and consequently negative impacts on the well-to-wheel efficiency.
This in turn significantly increases the requirement of renewable energy input and thus the required investments. These problems can be solved by providing electrical power directly and conductively to the vehicle while it is driving. Losses are limited to the on-board power electronics and the outstanding efficiency of the electric machine can be utilized to full extent.
This advantage in system efficiency translates into significant benefits in operating cost.
The main obstacle to use batteries
A fully electric semi-truck would require estimated battery pack sizes of roughly 1000, 2000, and 3100 kWh for driving ranges of 300, 600, and 900 miles, respectively, in a realistic driving scenario.
Due to the specific energy limitations of current Li-ion batteries, an average of 240−280 Wh/kg at the cell level, the battery packs would weigh an enormous 8, 18, and 27 US tons for the three values of driving ranges considered.
The large battery packs and the consequent pack weight restrict the payload capacity of electric semi-trucks due to the on-road gross vehicle weight (GVW) limit imposed on Class 8 vehicles.2,3 In terms of payload capacity, A short driving range of 300 miles would have a reasonable payload capacity of about 22 US tons, while 600 and 900 miles of range would require a battery pack that is comparable to or heavier than the total payload carried In comparison, current diesel semi-trucks carry an average payload of 16 US tons across different applications while also being able to travel an average of 1000 miles before refueling.
The large battery packs result in an electric semi-truck that is further bottlenecked by cost; a 300-mile-capable battery pack costs about $200 000, which is much higher than a diesel-powered semi-truck, which costs about $120 000, on average, for the entire vehicle.
Due to the specific energy limitations of current Li-ion batteries, an average of 240−280 Wh/kg at the cell level, the battery packs would weigh an enormous 8, 18, and 27 US tons for the three values of driving ranges considered.
The large battery packs and the consequent pack weight restrict the payload capacity of electric semi-trucks due to the on-road gross vehicle weight (GVW) limit imposed on Class 8 vehicles.2,3 In terms of payload capacity, A short driving range of 300 miles would have a reasonable payload capacity of about 22 US tons, while 600 and 900 miles of range would require a battery pack that is comparable to or heavier than the total payload carried In comparison, current diesel semi-trucks carry an average payload of 16 US tons across different applications while also being able to travel an average of 1000 miles before refueling.
The large battery packs result in an electric semi-truck that is further bottlenecked by cost; a 300-mile-capable battery pack costs about $200 000, which is much higher than a diesel-powered semi-truck, which costs about $120 000, on average, for the entire vehicle.
Overview for EXISTING conductive and inductive power tranSFER TECHNOLOGY
On-road power transfer to moving vehicles. Two general types of technologies are considered, based on either conductive or i nductive power transfer.
The solutions for conductive power transfer are based on sliding contacts, while solutions for inductive power transfer are designed for contactless or wireless power transfer.
For dynamic conductive power transfer to moving vehicles, three general concepts have been proposed and demonstrated, based on overhead lines, conductive rails integrated in the road surface or conductive rails at the side of the road.
The main functional limitation of Siemens Ehighway overhead lines technology is that it cannot be directly applied to smaller vehicles
With the intention of avoiding the visual impact of overhead lines and at the same time enabling dynamic power transfer to vehicles with a wide range of sizes and power demands, several concepts for conductive power transfer technology integrated in the road surface have been proposed. The most developed concept is promoted by Elways in Sweden, based on rails with the sliding contacts below the surface of the road. Similarly, Alstom is promoting a concept based on sliding contacts at the road surface, which is adapted from an existing solution for power supply to city trams. These concepts have been demonstrated at relevant power levels, and a demonstration of the system developed by Elways on a public road has been started during 2018. Another concept for power transfer from short conductive rail sections mounted on the road surface has been proposed and demonstrated in smaller scale by the Swedish company Elonroad, and this concept is currently under further development. A concept for transferring power from a conductor at the side of the road has also been proposed and demonstrated for high speed operation of electric cars by Honda in Japan. Although there is no doubt regarding the technical feasibility of transferring sufficient power by any of the proposed concepts for dynamic conductive power transfer, there are several concerns regarding the durability and maintenance requirements of the solutions based on conductors integrated in the road surface
Technology for inductive power transfer has the potential to provide power supply to moving vehicles from the ground level while avoiding the disadvantages of sliding contacts integrated in the road surface. Thus, a wide range of concepts and design approaches for dynamic inductive power transfer are currently under development. However, only the concepts from two different research groups have been demonstrated at the power levels required for long haul freight transportation. One concept has been presented by Bombardier, based on a three-phase distributed (meandering) winding along the road.
several different concepts that are not depending on mechanical position control of the receiving coil has been developed and demonstrated for buses, light trains and electric cars on basis of research activities at KAIST in South Korea. However, only one concept based on a relatively long planar coil section with distributed capacitance has been demonstrated for high power levels.
Some of the limitations of available systems is:
cost, efficiency, visual pollution, sensitivity to mechanical position and interoperability between various types of vehicles.
All of above mention method need road deployment and this mens high implementation and maintenance costs they also have some safety issues for human, animal, and other drivers on the road.
Infrastructure and grid connection cost for conductive method?: 2.2 million €/Km ,Maintenance 2,5% of investment per year, and deployment time for 400 Km approximately take 3 years.
Infrastructure and grid connection cost for inductive method: 3.1 to 4.5 million €/Km ,Maintenance 2,5% of investment per year, and deployment time for 400 Km approximately take 3 years or more.
cost, efficiency, visual pollution, sensitivity to mechanical position and interoperability between various types of vehicles.
All of above mention method need road deployment and this mens high implementation and maintenance costs they also have some safety issues for human, animal, and other drivers on the road.
Infrastructure and grid connection cost for conductive method?: 2.2 million €/Km ,Maintenance 2,5% of investment per year, and deployment time for 400 Km approximately take 3 years.
Infrastructure and grid connection cost for inductive method: 3.1 to 4.5 million €/Km ,Maintenance 2,5% of investment per year, and deployment time for 400 Km approximately take 3 years or more.