Presentation Transcript

1. Applications for the Environment: Real-Time Information Synthesis (AERIS)Connected Vehicle Research

   J.D. Schneeberger ITSVA 19TH Annual Conference & Exposition May 17th, 2013
2. Moving Ahead for Progress in the 21st Century Act (MAP-21) The cornerstone of MAP-21’s highway program transformation is the transition to a performance and outcome-based program: Safety – To achieve a significant reduction in traffic fatalities and serious injuries on all public roads. Infrastructure Condition– To maintain the highway infrastructure asset system in a state of good repair. Congestion Reduction– To achieve a significant reduction in congestion on the National Highway System (NHS). System Reliability– To improve the efficiency of the surface transportation system. Freight Movement and Economic Vitality– To improve the national freight network, strengthen the ability of rural communities to access national and international trade markets, and support regional economic development. Environmental Sustainability– To enhance the performance of the transportation system while protecting and enhancing the natural environment. Reduced Project Delivery Delays– To reduce project costs, promote jobs and the economy, and expedite the movement of people and goods by accelerating project completion through eliminating delays in the project development and delivery process, including reducing regulatory burdens and improving agencies’ work practices.
3. Surface transportation has a significant impact on the environment: Transport sector in the US accounts for 27% of GHG emissions and 70% of US petroleum consumption. Light duty vehicles and heavy trucks are the greatest fuel users in the transport sector. Surface vehicles represent almost 84% of the transport sector GHG in the US. Transportation’s Impact on the Environment Source: EPA. Inventory of U.S. Greenhouse Gas Emissions and Sinks, 1990 to 2010. 2012.
4. Strategies for Reducing Surface Transportation-Related Emissions
5. Data Acquisition Techniques Estimating Emissions Based on Vehicle Miles Traveled (VMT) Environmental Models Infrastructure-Based Data Acquisition Technologies Vehicle-Based Data Acquisition Technologies Connected Vehicles To be a performance and outcome-based program, you need data that can be turned into useful information to monitor the performance of the system.
6. Estimating Emissions Based on VMT Nearly all Metropolitan Planning Organizations (MPOs) develop or obtain forecasts of VMT and population as part of the long-range planning process. In gasoline-powered vehicles, CO2 emissions are nearly directly proportional to the amount of fuel burned. VMT is not an ideal proxy for vehicle GHG emissions: Estimates are dependent on averagevehicle fuel efficiency which varies based on: Driving behavior Average speed Vehicle maintenance (e.g., tire inflation, engine condition) Variance of speed (e.g., starts and stops which require acceleration)
7. Environmental Models MOtor Vehicle Emission Simulator (MOVES) Created by the EPA as a state-of-the-art model for estimating emissions from all on-road vehicles including cars, trucks, motorcycles, and buses. Used to develop regional, state, and national emissions estimates, as well as, project-level analyses. EMissionFACtors (EMFAC) Model Developed by the California Environmental Protection Agency – Air Resource Board (ARB). Uses two inputs: Activity data (e.g., VMT at 5 mph speed intervals from travel models) Emission factors that are based on tailpipe tests Provides a convenient way to model area-wide vehicle emissions levels because these models require less detailed information on traffic flow and operation patterns than other models. Physical Power Demand Models Comprehensive Modal Emission Model (CMEM), VT-Micro, and other models are widely used physical power-demand models. Determine vehicle emissions rates as a function of vehicle operation characteristics, such as engine power, engine speed, air/fuel ratio, fuel use, and other variables. Predict second-by-second tailpipe emissions for different driving conditions (i.e., acceleration, deceleration, idling, steady state cruising, and congestion) and vehicle types.
8. Infrastructure-Based Data Acquisition Technologies Remote Sensing Devices The device transmits an infrared (IR) beam across the roadway. When a vehicle drives through the beam, a roadside computer compares the wavelength of the light after it passes through the exhaust plume to the wavelength of the normal IR light. The roadside computer calculates the percentage of hydrocarbons (HC), oxides of nitrogen (NOx), carbon dioxide (CO2), and carbon monoxide (CO). Air Quality Monitoring Stations The Environmental Protection Agency (EPA) maintains air quality monitoring stations across the country – generally in non-attainment areas. Stations aggregate airborne data over 8-hour or 24-hour periods. Stations identify the specific emissions of stationary sources such as factory smokestacks and landfill gas emissions and not mobile sources. Environmental Sensor Stations (ESS) Fixed roadway station with one or more sensors measuring atmospheric, surface (i.e., pavement and soil), and/or hydrologic (i.e., water level) conditions. NTCIP 1204 includes data elements for air quality measurements including carbon monoxide, carbon dioxide, nitrous oxide, nitrogen dioxide, sulfur dioxide, ozone, particulate matter, and an air quality block object.
9. Vehicle-Based Data Acquisition Technologies Portable Emissions Measurement System (PEMS) Includes sensor arrays typically mounted in the exhaust pipe and connected to a data archiving computer typically located in the passenger area (cockpit or cab) of the vehicle. Developed in part to collect data that could be used in the Environmental Protection Agency’s (EPA’s) large-scale vehicle emissions model, the MOVES model. CAN Bus and OBD-II The Controller Area Network (CAN) bus is the primary vehicular bus, which distributes information among all control units in the vehicle. Although all private passenger vehicles built since electronic fuel injection became standard (roughly 25 years ago) have some form of CAN bus, there is no CAN bus standard for private vehicles—it is different for every manufacturer. The engine data available on OBD II includes basic engine running information, including: Vehicle speed (mph), engine speed RPM (revolutions per minute), fuel consumption, air / fuel ratio, intake air pressure, throttle position, external barometric pressure, engine load (calculated torque), battery voltage, engine coolant temperature, etc.
10. A Connected Vehicle Leverages Dedicated Short Range Communications (DSRC), 3G, 4G, Wi-Fi, and other wireless communications J2735 Messages Data Sent from the Vehicle Real-time location, speed, acceleration, fuel consumption, and other vehicle diagnostics data Data Provided to the Vehicle Real-time traffic information, safety messages, traffic signal timing messages, eco-speed limits, eco-routes, parking information, etc. J2735 Messages Vehicle Diagnostics Data Vehicle Type Engine speed Vehicle speed Fuel level Fuel consumed since restart of odometer Fuel efficiency Ignition status (on/off) Distance covered since restart Longitude and latitude Steering wheel angle Transmission gear Condition based maintenance Brake pedal status (on/off) Headlamp status (on/off) High beam status (on/off) Windshield wiper status (on/off) ABS status (on/off) Accelerator pedal position Torque at transmission Parking brake status (on/off)
11. Connected Vehicles, Connected Transportation
12. 4 Traffic Signals Data used to optimize traffic signals for the environment SPaT Messages sent to vehicles to support eco-driving applications Other Vehicles Vehicle-to-Vehicle (V2V) Communications Basic Safety Messages (e.g., vehicle location, speed, acceleration) Other V2V Messages (e.g., request to join a platoon) Centers Data used to estimate vehicle emissions and monitor the transportation network Data used to support “green” operational strategies (e.g., eco-speed limits) 1 Home / Personal Devices Data used to support eco-traveler information applications (e.g., eco-routing, reservations for a platoon or charging station) DSRC Wi-Fi Cellular 2 Vehicle SmartGrid Connection to the Smart Grid allows electric vehicles to charge their batteries Connection allows electric vehicles to transmit excess energy back to the Smart Grid Vehicle-to-Infrastructure (V2I) Communications Examples of Data Sent from Vehicle to Infrastructure Basic Safety Messages / Vehicle Probe Messages (e.g., speed, acceleration, location) Basic Environmental Messages (e.g., vehicle type, fuel type, fuel consumption, vehicle emissions) Reservations at AFV charging stations or reservations to join a vehicle platoon Examples of Data Sent from Infrastructure to Vehicle Traveler Information Messages (e.g., traffic conditions, incidents) Safety Messages (e.g., roadway geometry warnings, road weather conditions) Signal Phase and Timing (SPaT) Messages Eco-speed limits, eco-routes, location & availability of AFV charging stations 3 In-Vehicle AERIS Applications Connected Eco-Driving Applications Eco-Driving Recommendations Real-time Dynamic Eco-Routes Driver Feedback / Trip Reports Eco-Cooperative Adaptive Cruise Control (ECACC) and Vehicle Platooning Locations, availability, and reservations for AFV charging stations, platoons
13. Connected Vehicle Research Program Safety Mobility Environment V2V V2I Real-Time Data Capture Dynamic Mobility Apps AERIS Road Weather Apps Applications Harmonization of International Standards & Architecture Human Factors Technology Systems Engineering Certification Test Environments Deployment Scenarios Financing & Investment Models Policy Operations & Governance Institutional Issues
14. AERIS Research Objectives Vision–Cleaner Air through Smarter Transportation Objectives–Investigate whether it is possible and feasible to: Identify connected vehicle applications that could provide environmental impact reduction benefits via reduced fuel use and efficiency impacts emissions. Facilitate and incentivize “green choices” by transportation service consumers (i.e., system users, system operators, policy decision makers, etc.). Identify vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I), and vehicle-to-grid (V2G) data (and other) exchanges via wireless technologies of various types. Model and analyze connected vehicle applications to estimate the potential environmental impact reduction benefits. Develop a prototype for one of the applications to test its efficacy and usefulness.
15. The AERIS Approach 5-year Program 2 ½ Years into Research Modeling and Analysis Model, analyze, and evaluate candidate strategies, scenarios and applications that make sense for further development, evaluation and research Where we are today
16. AERIS Operational Scenarios Eco-Signal Operations Uses connected vehicle technologies to decrease fuel consumption and decrease GHG and criteria air pollutant emissions by reducing idling, the number of stops, unnecessary accelerations and decelerations as well as improving traffic flow at signalized intersections. The Operational Scenario features the following applications: Eco-Approach and Departure at Signalized Intersections Eco-Traffic Signal Timing Eco-Traffic Signal Priority Dynamic Eco-Lanes Dedicated freeway lanes – similar to HOV lanes – optimized for the environment that encourage use from vehicles operating in eco-friendly ways. Speed limits are optimized for the environment based on data collected from vehicles. Drivers may opt-in to eco-cooperative adaptive cruise control (ECACC) and vehicle platooning applications. Wireless (inductive) charging infrastructure embedded in the roadway allows electric vehicles to charge their batteries while the vehicle is moving at highway speeds. Dynamic Low Emissions Zones Geographically defined areas that seek to incentive “green transportation choices” or restrict specific categories of high-polluting vehicles from entering the zone to improve the air quality within the geographic area. Incentives or fees may be based on the vehicle’s engine emissions standard or emissions data collected directly from the vehicle using V2I communications. Geo-fencing the boundaries of the Low Emissions Zone allows the possibility for these areas to be dynamic (e.g., pop-up for a Code Red Air Quality Day, special event, etc.)
17. AERIS Operational Scenarios (cont’d) Eco-Traveler Information Enables development of new, advanced traveler information applications through integrated, multisource, multimodal data. An open data/open source approach is intended to engage researchers and the private sector to spur innovation and environmental applications, including: Dynamic Eco-Routing Eco-Smart Parking Multi-Modal Traveler Information (e.g., care sharing information, mode choice, etc.) Support for Alternative Fuel Vehicle Supports operations of vehicles that run on a fuel other than petroleum and includes: Applications that enhance engine performance in real-time based on vehicle data, weather data, and external factors.  Applications that provide users with information about the locations of charging/fueling stations. Infrastructure embedded in the roadway that enables wireless (inductive) charging of electric vehicles including cars, trucks, and buses. Eco-Integrated Corridor Management (Eco-ICM) Considers partnering among operators of various surface transportation agencies to treat travel corridors as an integrated asset, coordinating their operations simultaneously with a focus on decreasing fuel consumption, GHG emissions, and criteria air pollutant emissions. Includes a real-time data-fusion and decision support system that uses multisource, real-time data on arterials, freeways, and transit systems to determine which operational decisions have the greatest environmental benefit to the corridor.
18. Connected Eco-Driving and CACC Prototype Development Last year, AERIS sponsored a test of an eco-drive application at TFHRC to improve environmental performance as vehicles approach a traffic signal.  The AERIS team developed an algorithm and system with UC/Riverside that was installed in one of its lab’s test vehicle laptop computers.  The computer received SPaT data, broadcast via DSRC from an intelligent intersection, and advised the test driver in real-time the speed profile that he or she should maintain to receive maximum fuel/environmental benefit.  The test showed fuel savings up to 18%. A next step is to integrate the algorithm into a car’s control system and use CACC so that the driver does not have to multi-task by driving and following the profile displayed on the speedometer This should improve performance of the vehicle by ensuring close adherence to the desired speed profile, and also represents a more realistic application scenario in that the driver would not be distracted by having to adjust speed in relation to a display.  AERIS is funding development of a prototype to test this application.
19. Vehicle Platooning Source: Safe Road Trains for the Environment and Volvo Vehicle-to-Vehicle (V2V) Coupling Potential Environmental Benefits Platooning minimizes unnecessary accelerations and decelerations saving fuel and reducing CO2 and other emissions. The Safe Road Trains for the Environment (SARTRE) Project in Europe estimates that vehicle platooning has the potential to reduce CO2 emissions by 20%.1 The University of California PATH demonstrated that truck platooning reduces aerodynamic drag, resulting in fuel and carbon emissions savings between 10 and 20% for trucks cruising at highway speeds.2 1 – Volvo SARTRE Project. https://www.media.volvocars.com/global/enhanced/en-gb/media/preview.aspx?mediaid=36000 2 - Development and Evaluation of Selected Mobility Applications for VII: Concept of Operations. http://www.path.berkeley.edu/PATH/Publications/PDF/PWP/2009/PWP-2009-03.pdf
20. Vehicle-to-Grid (V2G) Wireless (Inductive) Charging Static wireless charging infrastructure embedded in the roadway may be deployed at: Signalized Intersections Parking Spaces Bus Stops Airports (waiting areas) Ports Dynamic wireless charging infrastructure: Allows electric vehicles to charge their batteries when the vehicle is in motion. Utah State’s Wirelessly Charged Electric Bus First U.S. Electric bus with WPT technology combining: Power level up to 25 kilowatts Greater than 90% efficiency from the power grid to the battery Maximum misalignment of up to six inches Transport of London Wireless Charging Trial Two year program in which 50 EVs are being tested Investigating inductive charging for a fleet of taxi cabs Source: The Green Car Website http://www.thegreencarwebsite.co.uk/blog/wp-content/uploads/2012/10/Induction-charging.jpg
21. Initial High-Level AERIS Performance Measures How do you to account for lifecycle GHG emissions of alternative fuels? Electric vehicles emit no tailpipe CO2, but the electricity to power them typically creates CO2 emissions.
22. How to Get Involved (or Stay Involved) in the AERIS Program? AERIS Program Website: http://www.its.dot.gov/aeris/index.htm Program Overview, Roadmap, News, Published Reports, and Contact Information AERIS IdeaScale Site: https://aeris.ideascale.com Crowdsourcing site allowing users to join an online dialogue on connected vehicle environmental research AERIS Webinars Past webinars focused on: State of the Practice Reports AERIS Benefit Cost Analysis (BCA) AERIS Concepts of Operations Eco-Signal Operations Dynamic Eco-Lanes Dynamic Low Emissions Zones AERIS Workshops In-person meetings to provide an update on the AERIS Program and solicit stakeholder inputs/feedback on AERIS research
23. J.D. Schneeberger john.schneeberger@noblis.org