Two-truck platooning could deliver 4% average fuel savings

[kscarbel2]

Fleet Owner  /  September 28, 2016

Report predicts the front truck in a platoon can save 4% on fuel and the following truck can save 10%.

Platooning could potentially deliver a 4% average savings over two trucks in real-world operating conditions, according to Trucking Efficiency’s most recent Confidence Report. That is after accounting for traffic, terrain and time when equipped trucks will not be operating in a platoon, explained Michael Roeth, executive director of the North American Council for Freight Efficiency (NACFE).

Trucking Efficiency, a joint effort between NACFE and the Carbon War Room, released its report on two-truck platooning Sept. 28. According to the report, at a 40- to 50-ft. following distance, the front truck in a platoon can save 4% on fuel and the following truck can save 10%, giving an average of 7% (versus the two trucks not platooning). NACFE also added that platooning would accelerate the adoption of safety equipment, such as collision mitigation and adaptive cruise control, since trucks’ safety systems work together at significantly reduced following distances to overcome aerodynamic drag.

“What we wanted to do here is understand the early stages of a path toward automation trucking,” Roeth said. “We see platooning as being the next audible automation, followed by other technologies for assisted driving, and then, finally, autonomous trucks.”

Roeth explained that platooning is not fully autonomous/driverless trucking, noting that it is being improperly grouped with that concept.

“We see this as an evolution, not a revolution, in trucking,” he added. “What we see is the braking and accelerating through V2V communications [creates] a reduced drag for both trucks, and the 40- to 50-ft. difference is what we see as a sweet spot.”

Some of the hurdles and unknowns surrounding platooning include payback, driver acceptance, integrity, system security, legislative efforts and public awareness, and shared fuel savings, according to the report.

“The standards aren’t very well defined,” explained Rick Mihelic, NACFE's program director, who also worked on the report. “We’re just going to have to see where it goes over the next few years.”

The group’s study team developed two tools to help fleets make decisions about two-truck platooning:

The Payback Calculator, which uses upfront cost of the equipment, any subscription costs for platooning, the savings in fuel, etc. to calculate the payback of two-truck platooning.

“It’s clearly way too early to understand the cost benefits of platooning and the paybacks that exist,” Roeth explained. “We don’t expect this to be accurate, but directional.”

The Confidence Matrix plots where the two-truck platooning choice falls in terms of available data on the technology and how quickly fleets should realize payback.

Trucking journalist Jack Roberts, who also worked on the report, noted that there is a great deal of concern on the fleet side regarding the safety aspects of platooning. However, he said the safety benefit lies within the automation equipment and improved response time of brake application.

“It takes lag that a human would have in recognizing a situation and properly responding to it and does it automatically,” Roberts explained. “It reduces the time the brakes have to react; that’s really where the safety part of this comes in.”

Roberts mentioned that the industry and government must release public safety awareness campaigns, particularly to address concerns of cars cutting into platooning trucks.

“This will be different today, a year from now and five years from now,” Roeth said. “NACFE hopes to do some work on the different phases of this. This is a basic understand and sharing of what we learned.”

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[kscarbel2]

NACFE Report: Truck Platooning Could Save 4% in Fuel

Heavy Duty Trucking  /  September 28, 2016

Platooning – the electronic linking of trucks where a lead vehicle largely controls the one following -- would save about 4% in fuel compared to a pair of rigs running separately, says the latest “confidence” report from the North American Council on Freight Efficiency.

The money thus saved will pay back an investment for necessary equipment in one to two years, say estimates in “Two-Truck Platooning,” released Wednesday by NACFE. 

"Two-truck platooning is showing real promise as a fuel-saving technology, even when considering the actual performance in real-world use,” said Mike Roeth, the organization’s executive director, in a statement.

Fuel savings come from reduced air turbulence between the two tractor-trailers when they operate 40 to 50 feet apart, Roeth said. Reducing that distance should save more fuel, but would introduce operating complications, like reduced air flow to the second truck’s radiator.

Testing shows that reduction in fuel use is 7% as the vehicles move at highway speeds, he explained. But probably one-quarter of the time they would not be operating as a platoon as they split up to pick up and deliver freight, stop for driver rest breaks, etc., during a trip. Taking out those times yields the 4% figure.  

Payback estimates outlined in three scenarios set equipment costs at $1,050 and $2,800, with the higher figure including more equipment than the lower dollar amount. Installation cost of $200 was also factored in.

Equipment includes collision avoidance systems, adaptive cruise control, and in-cab cameras – all now available on the market, Roeth said. Vehicle-to-vehicle radios, the key element, are not yet available but should be soon as testing and perfecting progress.

Two scenarios assume a tractor would platoon three-quarters of its running time, and a third scenario assumes it would do so half the time. Fuel was pegged at $3 per gallon, which it might be by the time platooning comes into common use.

Two trucks now comprise a platoon in most testing here and in Europe, said Roeth and two researchers: Jack Roberts, a freelance truck writer and HDT contributing editor, and Rick Mihelic, an industry consultant and former engineer at Peterbilt Motors.  

More than two trucks could platoon, explained Roberts, with the number limited by the range of the radio signal that links the vehicles. “Daimler,” which is testing in Germany, “puts that at 200 meters,” he said. “That brings it to 10 trucks.”

Education campaigns will be needed to alert the public to platooning and what trucks engaged in it will look and act like, Roberts said. Law enforcement officers, too, need to be informed because even the 40- to 50-foot interval is close by currently held safety standards, Roeth added.

Stopping distances are not a problem because the brakes of the following vehicle would apply so quickly, in 1 millisecond after the lead driver applies them, Mahalik said. Meanwhile, protocols for which vehicle leads and which follows need to be worked out. 

Two-Truck Platooning is NACFE’s 14th project,  Roeth said, and it was conducted using a standard method.

“We used our common approach as we’ve done in previous confidence reports,” he said – a search for publically available information on the topic, then interviews with suppliers, manufacturers and fleets. “But rather than sharing experiences, which they don’t have because the technology is not yet in use, they are making predictions.”

The amount of automated control of a platoon’s second and subsequent trucks will likely increase from the current throttle and braking to steering and lane-keeping, Roeth predicted. “The technology will evolve” as it’s shown to be workable.

However, “Platooning is not autonomous trucking, and it is being improperly grouped with that,” he said. “Platooning still requires a driver in the second truck.”

Platooning is not exactly around the corner, but it will begin sooner or later, said those consulted in the study.

“I’m thinking 2018 to 2030 before we see platooning operations on the road," said an anonymous manager for a major truckload fleet quoted in the report. "There are still way too many studies that have to be done on this subject.” 

An executive summary of the report is here. The full report is here. 

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[gearhead204]

Platooning.......new word for "convoy"......I wonder if they did any studies on road trains and  the cost per lb. of fright moved verses "platooning"  and applied it to this study?  what happens when cars merge into the 40-50 foot  open area between trucks?  do the trucks readjust following distance? does the rear truck loose radio contact  default and go into limp mode before the driver gets done making a sammich?     looks like a can of worms to me!

[kscarbel2]

15 minutes ago, gearhead204 said:

Platooning.......new word for "convoy"......I wonder if they did any studies on road trains and  the cost per lb. of fright moved verses "platooning"  and applied it to this study?  what happens when cars merge into the 40-50 foot  open area between trucks?  do the trucks readjust following distance? does the rear truck loose radio contact  default and go into limp mode before the driver gets done making a sandwich?     looks like a can of worms to me!

Relax, it's working extremely well in practice. Have a look at these videos.

http://www.bigmacktrucks.com/topic/44535-6-truck-makers-to-participate-in-european-platooning-challenge/#comment-328766

 

[kscarbel2]

Michigan Law Opens a Door for Platooning

Heavy Duty Trucking  /  December 9, 2016

Michigan Gov. Rick Snyder (R) has signed S.B. 995 into law on Dec. 9, authorizing electronically coordinated truck platooning on Michigan roads by creating an exception to the state’s minimum following distance for commercial vehicles.

Originally there was a minimum of 500 feet of following distance required by commercial vehicles, which presented a hindrance to testing and implementing truck platooning technology that requires at least two vehicles to follow closely. Using technology to link two vehicles together, a platooning truck can respond to braking by the lead truck in 10 milliseconds, bypassing a lag in driver perception and reaction time.

“We are committed to advancing safety and efficiency in commercial trucking operations and accelerating the economic benefits that result from improving the movement of goods,” said Kirk Steudle, director of the Michigan Department of Transportation. “Michigan is proud to be a leader in paving the way for the deployment and growth of vehicle platooning technologies.”

Connected and automated vehicle technology company Peloton applauded Michigan’s decision to support platooning technology calling it a “landmark law.”

“Michigan now leads the nation in the rollout of commercial truck platooning,” said Josh Switkes, CEO of Peloton Technology. “We are proud to be working with forward-looking state leaders like those in Michigan who prioritize prudent, driver-assistive truck automation systems that will provide strong economic benefits and improve the safe, efficient movement of goods."

Under the new law, Michigan DOT and State Police will review plans submitted by the operators of platoons before vehicles are allowed to use the technology on state roads.

The law also requires that truck platoons allow access for other vehicles to move safely between platooning trucks. Drivers holding a valid commercial driver’s license must be behind the wheel of every truck in a platoon.

Peloton is in a partnership with suppliers and truck manufacturers to create production-level platooning technology. While 11 other states have approved testing and trial activity, Michigan is the first state to support the deployment of platooning in commercial fleet operations. The company is currently preparing a plan for platooning operation to submit to the State of Michigan as required by the new law.

“It is tremendous to see this leadership by Michigan which will accelerate progress across the nation. We are actively working with Michigan to develop our plan for initial and ongoing platooning operations in the state,” said Steve Boyd, Peloton’s VP of external affairs. “Our plan includes early activities to promote public awareness on the key role of professional drivers in our truck platooning system and the safety, efficiency and mobility benefits that this technology provides to fleets and the public.”