Simulating early adoption of alternative fuel vehicles for sustainability

We quantify the conditions that might trigger wide spread adoption of alternative fuel vehicles (AFVs) to support energy policy. Empirical review shows that early adopters are heterogeneous motivated by financial benefits, environmental appeal, new technology, and vehicle reliability. A probabilistic Monte Carlo simulation model is used to assess consumer heterogeneity for early and mass market adopters. For early adopters full battery electric vehicles (BEVs) are competitive but unable to surpass diesels or hybrids due to purchase price premium and lack of charging availability. For mass adoption, simulations indicate that if the purchase price premium of a BEV closes to within 20% of an in-class internal combustion engine (ICE) vehicle, combined with a 60% increase in refuelling availability relative to the incumbent system, BEVs become competitive. But this depends on a mass market that values the fuel economy and CO2 reduction benefits associated with BEVs. We also find that the largest influence on early adoption is financial benefit rather than pro-environmental behaviour suggesting that AFVs should be marketed by appealing to economic benefits combined with pro-environmental behaviour to motivate adoption. Monte Carlo simulations combined with scenarios can give insight into diffusion dynamics for other energy demand-side technologies. © 2012 Elsevier Inc.

Path-following steering control for articulated vehicles

Passive steering systems have been used for some years to control the steering of trailer axles on articulated vehicles. These normally use a 'command steer' control strategy, which is designed to work well in steady-state circles at low speeds, but which generates inappropriate steer angles during transient low-speed maneuvers and at high speeds. In this paper, 'active' steering control strategies are developed for articulated heavy goods vehicles. These aim to achieve accurate path following for tractor and trailer, for all paths and all normal vehicle speeds, in the presence of external disturbances. Controllers are designed to implement the path-following strategies at low and high speeds, whilst taking into account the complexities and practicalities of articulated vehicles. At low speeds, the articulation and steer angles on articulated heavy goods vehicles are large and small-angle approximations are not appropriate. Hence, nonlinear controllers based on kinematics are required. But at high-speeds, the dynamic stability of control system is compromised if the kinematics-based controllers remain active. This is because a key state of the system, the side-slip characteristics of the trailer, exhibits a sign-change with increasing speeds. The low and high speed controllers are blended together using a speed-dependent gain, in the intermediate speed range. Simulations are conducted to compare the performance of the new steering controllers with conventional vehicles (with unsteered drive and trailer axles) and with vehicles with command steer controllers on their trailer axles. The simulations show that active steering has the potential to improve significantly the directional performance of articulated vehicles for a wide range of conditions, throughout the speed range. © VC 2013 by ASME.

Interaction between heavy vehicles and roads

This paper discusses road damage caused by heavy commercial vehicles. Chapter 1 presents some important terminology and a brief historical review of road construction and vehicle-road interaction, from ancient times to the present day. The main types of vehicle-generated road damage, and the methods that are used by pavement engineers to analyze them are discussed in Chapter 2. Attention is also given to the main features of the response of road surfaces to vehicle loads and mathematical models that have been developed to predict road response. Chapter 3 reviews the effects on road damage of vehicle features which can be studied without consideration of vehicle dynamics. These include gross vehicle weight, axle and tire configurations, tire contact conditions and static load sharing in axle group suspensions. The dynamic tire forces generated by heavy vehicles are examined in Chapter 4. The discussion includes their simulation and measurement, their principal characteristics, the effects of tires and suspension design on dynamic forces, and the potential benefits of using advanced suspensions for minimizing dynamic tire forces. Chapter 5 discusses methods for estimating the effects of dynamic tire forces on road damage. The two main approaches are either to examine the statistics of the forces themselves; or to calculate the response of a pavement model to the forces, and to calculate the resulting wear using a material damage model. The issues involved in assessing vehicles for 'road friendliness' are discussed in Chapter 6. Possible assessment methods include measuring strains in an instrumented pavement traversed by the vehicle, measuring dynamic tire forces, or measuring vehicle parameters such as the 'natural frequency' and 'damping ratio'. Each of these measurements involves different assumptions and analysis methods for converting the results into some measure of road damage. Chapter 7 includes a summary of the main conclusions of the paper and recommendations for tire and suspension design, road design and construction, and for vehicle regulations.

Designing and testing an advanced pneumatic braking system for heavy vehicles

Heavy goods vehicles exhibit poor braking performance in emergency situations when compared to other vehicles. Part of the problem is caused by sluggish pneumatic brake actuators, which limit the control bandwidth of their antilock braking systems. In addition, heuristic control algorithms are used that do not achieve the maximum braking force throughout the stop. In this article, a novel braking system is introduced for pneumatically braked heavy goods vehicles. The conventional brake actuators are improved by placing high-bandwidth, binary-actuated valves directly on the brake chambers. A made-for-purpose valve is described. It achieves a switching delay of 3-4 ms in tests, which is an order of magnitude faster than solenoids in conventional anti-lock braking systems. The heuristic braking control algorithms are replaced with a wheel slip regulator based on sliding mode control. The combined actuator and slip controller are shown to reduce stopping distances on smooth and rough, high friction (μ = 0.9) surfaces by 10% and 27% respectively in hardware-in-the-loop tests compared with conventional ABS. On smooth and rough, low friction (μ = 0.2) surfaces, stopping distances are reduced by 23% and 25%, respectively. Moreover, the overall air reservoir size required on a heavy goods vehicle is governed by its air usage during an anti-lock braking stop on a low friction, smooth surface. The 37% reduction in air usage observed in hardware-in-the-loop tests on this surface therefore represents the potential reduction in reservoir size that could be achieved by the new system. © 2012 IMechE.

Cost-effectiveness of alternative powertrains for reduced energy use and CO2 emissions in passenger vehicles

This work analysed the cost-effectiveness of avoiding carbon dioxide (CO2) emissions using advanced internal combustion engines, hybrids, plug-in hybrids, fuel cell vehicles and electric vehicles across the nine UK passenger vehicles segments. Across all vehicle types and powertrain groups, minimum installed motive power was dependent most on the time to accelerate from zero to 96.6km/h (60mph). Hybridising the powertrain reduced the difference in energy use between vehicles with slow (t z - 60 > 8 s) and fast acceleration (t z - 60 < 8 s) times. The cost premium associated with advanced powertrains was dependent most on the powertrain chosen, rather than the performance required. Improving non-powertrain components reduced vehicle road load and allowed total motive capacity to decrease by 17%, energy use by 11%, manufacturing cost premiums by 13% and CO2 emissions abatement costs by 15%. All vehicles with advanced internal combustion engines, most hybrid and plug-in hybrid powertrains reduced net CO2 emissions and had lower lifetime operating costs than the respective segment reference vehicle. Most powertrains using fuel cells and all electric vehicles had positive CO2 emissions abatement costs. However, only vehicles using advanced internal combustion engines and parallel hybrid vehicles may be attractive to consumers by the fuel savings offsetting increases in vehicle cost within two years. This work demonstrates that fuel savings are possible relative to today's fleet, but indicates that the most cost-effective way of reducing fuel consumption and CO2 emissions is by advanced combustion technologies and hybridisation with a parallel topology. © 2014 Elsevier Ltd.

Effects of longer heavy vehicles on traffic congestion

Two-lane, "microscopic" (vehicle-by-vehicle) simulations of motorway traffic are developed using existing models and validated using measured data from the M25 motorway. An energy consumption model is also built in, which takes the logged trajectories of simulated vehicles as drive-cycles. The simulations are used to investigate the effects on motorway congestion and fuel consumption if "longer and/or heavier vehicles" (LHVs) were to be permitted in the UK. Baseline scenarios are simulated with traffic composed of cars, light goods vehicles and standard heavy goods vehicles (HGVs). A proportion of conventional articulated HGVs is then replaced by a smaller number of LHVs carrying the same total payload mass and volume. Four LHV configurations are investigated: an 18.75 m, 46 t longer semi-trailer (LST); 25.25 m, 50 t and 60 t B-doubles and a 34 m, 82 t A-double. Metrics for congestion, freight fleet energy consumption and car energy consumption are defined for comparing the scenarios. Finally, variation of take-up level and LHV engine power for the LST and A-double are investigated. It is concluded that: (a) LHVs should reduce congestion particularly in dense traffic, however, a low mean proportion of freight traffic on UK roads and low take-up levels will limit this effect to be almost negligible; (b) LHVs can significantly improve the energy efficiency of freight fleets, giving up to a 23% reduction in fleet energy consumption at high take-up levels; (c) the small reduction in congestion caused by LHVs could improve the fuel consumption of other road users by up to 3% in dense traffic, however in free-flowing traffic an opposite effect occurs due to higher vehicle speeds and aerodynamic losses; and (d) underpowered LHVs have potential to generate severe congestion, however current manufacturers' recommendations appear suitable. © 2013 IMechE.