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Heavy Truck Fuel Savings through the application of Surface Wind Forecasts Case Study/Demonstration Robert Wright Planning Systems Incorporated 7923 Jones Branch Drive McLean, Virginia 22102-3304 (703) 734-3446 [email protected]. CONCEPT. Weather/Wind Forecasts - PowerPoint PPT Presentation
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December 5, 2000 1
Heavy Truck Fuel Savingsthrough the application of
Surface Wind Forecasts
Case Study/DemonstrationRobert Wright
Planning Systems Incorporated7923 Jones Branch Drive
McLean, Virginia 22102-3304(703) 734-3446
December 5, 2000 2
• Weather/Wind Forecasts - Applied Successfully for Military Aircraft & Ship Operations -- e.g., Optimum Path Aircraft Routing System (Air Transportation) -- e.g., Optimum Track Ship Routing (Sea Transportation) - Forecast Wind Fields Impact Routes/Scheduling -- Optimize for:
Minimum Fuel• Similar Application for Land Transportation Commercial Heavy Trucking Operations - Long Haul - Determine Optimum (Minimum Fuel) Schedule/Route Based On :
Route Forecast Surface Winds (head/tail and cross) Truck Highway SpeedAerodynamic Drag (truck /trailer type and configuration )
CONCEPT
December 5, 2000 3
• Application when Forecast Surface Winds: - Strong (significant impact on fuel consumption) - Change in Time (significant change in fuel consumption) - Verify (reliable prediction of fuel consumption change)
• Long Haul Trucking Operations: Flexibility = Fuel Savings - Departure Scheduling: -- Take Advantage of Periods of Predicted Minimum Fuel Consumption
-- Avoid Periods of Predicted Maximum Fuel Consumption
- Route Selection: -- Take Advantage of Routes with Predicted Minimum Fuel Consumption
-- Avoid Routes with Predicted Maximum Fuel Consumption -- Applicable for Longer, Cross-Country Routes; use Longer Lead-Time Forecasts
CONCEPT
December 5, 2000 4
DEMONSTRATIONFuel Consumption versus Departure Time
WeatherTypical, Early Spring,Midwest Low PressureSystem
Rapid Movement from SE Colorado to Central Wisconsin - 05 April through 06 April 1999 Representative Surface Wind Fields (30 meter elevation) - 5th-Generation NCAR/Penn State Mesoscale Model (MM5) - Analysis: 05 April 1999/0600Z - Forecasts: Every 3 Hours: 0900Z, 1200Z, 1500Z, etc. - Model Horizontal Grid Resolution: 22.4 Miles (36 KM)
TruckModern Diesel-PoweredTractor-Trailer
Class 8 Tractor-Trailer - Weight: 80,000 Pounds - Drag Coefficient (CD): 0.6 - Power: Turbocharged Diesel Engine with 0.048 gal/HP-hr Specific Fuel Consumption
RouteCheyenne, Wyoming toOmaha, Nebraska onInterstate-80
East-West MM5 Model Grid Line Approximation of Interstate-80 Route Total Grid Line Distance: 492 Miles - 22 Segments; Each 22.4 Miles (36KM) Long
December 5, 2000 5
• Representative Drive Model - Average Highway Speed: 67 MPH - Total Time: 10 Hours -- 4 Drive Segments:
2 Hours (134.1 Miles)1 Hour 40 Minutes (111.8 Miles)2 Hours (134.1 Miles)1 Hour 40 Minutes (111.8 Miles)
-- 3 Intervening Rest Periods 40 Minutes, 1 Hour, 1 Hour
• Head/Tail Wind Forecast Synchronized with Truck Location/Time - Time-Phased Integration of Drive Model and Forecast Wind Fields
DEMONSTRATIONFuel Consumption versus Departure Time
December 5, 2000 6
NOAA NWS Daily Weather Map, 05 April 1999/1200Z
Interstate-80Cheyenneto Omaha
December 5, 2000 7
NOAA NWS Daily Weather Map, 06 April 1999/1200Z
Interstate-80Cheyenneto Omaha
December 5, 2000 8
MM5 Analysis 05 Apr 99/0600Z
MM5 Grid Line
Cheyenneto
Omaha
Truck Vector67 MPH
December 5, 2000 9
MM5 Forecast 05 Apr 99/1200Z
MM5 Grid Line
Cheyenneto
Omaha
Truck Vector67 MPH
December 5, 2000 10
MM5 Forecast 05 Apr 99/1800Z
MM5 Grid Line
Cheyenneto
Omaha
Truck Vector67 MPH
December 5, 2000 11
MM5 Forecast 06 Apr 99/0000Z
MM5 Grid Line
Cheyenneto
Omaha
Truck Vector67 MPH
December 5, 2000 12
MM5 Forecast 06 Apr 99/0600Z
MM5 Grid Line
Cheyenneto
Omaha
Truck Vector67 MPH
December 5, 2000 13
Route Segment Head(-)/Tail(+) WindsCheyenne to Omaha
At Indicated Time Time-Phased with Drive Model [Truck Departs at Indicated Time]
05 Apr 99/0600Z
-40
-30
-20
-10
0
10
20
30
40
1 3 5 7 9 11 13 15 17 19 21
Route Segment
Win
d S
pe
ed
(M
PH
)
05 Apr 99/1200Z
-40
-30
-20
-10
0
10
20
30
40
1 3 5 7 9 11 13 15 17 19 21
Route Segment
Win
d S
pe
ed
(M
PH
)
December 5, 2000 14
Route Segment Head(-)/Tail(+) WindsCheyenne to Omaha
At Indicated Time Time-Phased with Drive Model [Truck Departs at Indicated Time]
05 Apr 99/1800Z
-40
-30
-20
-10
0
10
20
30
40
1 3 5 7 9 11 13 15 17 19 21
Route Segment
Win
d S
pe
ed
(M
PH
)
06 Apr 99/0000Z
-40
-30
-20
-10
0
10
20
30
40
1 3 5 7 9 11 13 15 17 19 21
Route Segment
Win
d S
pe
ed
(M
PH
)
December 5, 2000 15
Horsepower Contributions
0
50
100
150
200
250
300
350
20 30 40 50 60 70 80 90
Level Highway Speed, MPH
Aerodynamic Drag CD=0.6
Rolling Friction&
Accessories
Horsepower Required to Overcome Aerodynamic Drag and Rolling Friction/AccessoriesClass 8 Tractor-Trailer: 80,000 Pounds
Courtesy/Permission Professor Fred BrowandUniversity of Southern California, Los AngelesDOE Heavy Vehicle Aerodynamic Drag Projectfrom A Multi-Year Program Plan for the AerodynamicDesign of Heavy Vehicles
Assumptions: Cross-Wind Does Not Affect:• CD
• Rolling Friction
December 5, 2000 16
Relative Wind Fuel Consumption
Fuel Consumption to Overcome Aerodynamic Drag and Rolling Friction/AccessoriesClass 8 Tractor-Trailer; 80,000 PoundsCD = 0.6 Highway Speed: 67 MPH
0.00
0.10
0.20
0.30
0.40
0.50
0.60
0.70
0.80
20 30 40 50 60 70 80 90 100 110 120
Relative Wind Speed (MPH) (Highway Speed -/+ Head/Tail Wind)
Ga
llons
pe
r M
ile
December 5, 2000 17
Total Fuel Consumed versus Departure Time
0
20
40
60
80
100
120
140
160
180
6 8 10 12 14 16 18 20 22
Departure Time (Z); 05 April 1999
Tot
al F
uel C
onsu
med
(ga
llons
)
December 5, 2000 18
Operational Implementation
• National Centers for Environmental Prediction Model Forecast Surface Wind Fields - NOAAPORT NWS Telecommunication Gateway - Eta, Nested Grid Model, Rapid Update Cycle• Compute Fuel Consumption as a Function of Possible: - Truck Types/Configurations, Routes, Departure Times• Fuel Consumption & Departure Time - Additional Parameters for Load Optimization/Scheduling Programs - For Dispatcher: Wind Optimization Feature ON or OFF
• For Independent Truckers/Small Trucking Companies - Internet Web Site - Select Truck Type/Configuration, Route, Average Speed - Display Total Fuel Consumption versus Departure Time
December 5, 2000 19
Potential Fuel Savings - Complete Study Required
• Midwest/Great Plains Interstate Highway Routes
December 5, 2000 20
Potential Fuel Savings - Study Design/Parameters
• Fall-through-Spring Period(s)• Surface Wind Analyses [e.g., FSL Hourly, 40-Km Rapid Update Cycle]• Model/Adjust Surface Winds to Truck Height• Interpolate Surface Winds to Interstate Highway Routes• Accurate Fuel Consumption Model: Include Cross-Wind Effects - Rolling Friction & Drag Coefficient • Tailor to Long Haul Centrally Dispatched Trucking Operations - Type of Trucks/Configurations (drag coefficients) - Route Traffic Density (typical number of trucks scheduled by route) - Daily Departure Times (typical number of departures by time-of-day) - Scheduling Flexibility (allowable change versus lead-time)
• Metric: Total Fuel Saved versus Change in Departure Time