Evolution

Research and Development

In 2016, the transportation sector was the second largest source of greenhouse
gas (GHG) emissions. It accounted for 25% (173 Mt CO2 eq) of total national
emissions. Between 1990 and 2016, GHG emissions from the transportation
sector grew by 42%.
Technology has an important role to play in:

 reducing emissions from transportation

 increasing the efficiency of transportation system
 reducing the cost of transportation
 increasing the safety standards of transportation system

Few of the Research and devlopments being done in the transportation system
are as follows
Intelligent Transportation System:
With the conception of smart city transmuting cities into digital societies,
making the life of its citizens easy in every facet, Intelligent Transport System
becomes the indispensable component among all. In any city mobility is a key
concern; be it going to school, college and office or for any other purpose
citizens use transport system to travel within the city. Leveraging citizens with
an Intelligent Transport System can save their time and make the city even
smarter. Intelligent Transport System (ITS) aims to achieve traffic efficiency by
minimizing traffic problems. It enriches users with prior information about
traffic, local convenience real-time running information, seat availability etc.
which reduces travel time of commuters as well as enhances their safety and
comfort.
Intelligent Transportation Systems have been defined as:
"The application of advanced sensor, computer, electronics, and communication
technologies and management strategies - in an integrated manner - to increase
the safety and efficiency of the surface transportation system."
This definition encompasses a broad array of techniques and approaches. This
may be done through stand-alone technological applications or as enhancements
to other transportation strategies. One of the difficulties with incorporation

The application of ITS is widely accepted and used in many countries

today. The use is not just limited to traffic congestion control and information,
but also for road safety and efficient infrastructure usage. Because of its endless
possibilities, ITS has now become a multidisciplinary conjunctive field of work
and thus many organizations around the world have developed solutions for
providing ITS applications to meet the need.

One such example is the city of Glasgow. In the city, Intelligent Transport
System gives regular information to the daily commuters about public buses,
timings, seat availability, the current location of the bus, time taken to reach a
particular destination , next location of the bus and the density of passengers
inside the bus.

Application areas of Intelligent Transport System

The entire application of ITS is based on data collection, analysis and using the
results of the analysis in the operations, control and research concepts for traffic
management where location plays an important role.

Here sensors, information processors, communication systems, roadside messages,

GPS updates and automated traffic prioritization signals play an imperative role in
the application of:

1- Advanced Traffic Management System

2- Advanced Traveler Information System

3- Advanced Vehicle Control system

4- Advanced Public Transportation System

5- Advanced Rural Transportation Systems

6- Advanced Commercial Vehicles Operations system

How Intelligent Transport System works?
Traffic Management Centre (TMC) is the vital unit of ITS. It is mainly a technical
system administered by the transportation authority. Here all data is collected and
analyzed for further operations and control management of the traffic in real time or
information about local transportation vehicle.

Well-organized and proficient operations of Traffic Management Centre depends on

automatized data collection with precise location information than analysis of that
data to generate accurate information and then transmitting it back to
travelers. Let’s understand the entire process in a more detailed way.

Data collection: Strategic planning needs precise, extensive and prompt data
collection with real-time observation. So the data here is collected via varied
hardware devices that lay the base of further ITS functions. These devices are
Automatic Vehicle Identifiers, GPS based automatic vehicle locators, sensors,
camera etc. The hardware mainly records the data like traffic count, surveillance,
travel speed and travel time, location, vehicle weight, delays etc. These hardware
devices are connected to the servers generally located at data
collection centre which stores large amounts of data for further analysis.
Data Transmission: Rapid and real-time information communication is the Key to
proficiency in ITS implementation so this aspect of ITS consists of the transmission
of collected data from the field to TMC and then sending back that analyzed
information from TMC to travelers. Traffic-related announcements are communicated
to the travelers through internet, SMS or onboard units of Vehicle. Other methods of
communications are dedicated short-range communications (DSRC) using radio and
Continuous Air Interface Long and Medium Range (CAILM) using cellular connectivity
and infra-red links.

Data Analysis: The data that has been collected and received at TMC is processed
further in various steps. These steps are error rectification, data cleaning, data
synthesis, and adaptive logical analysis. Inconsistencies in data are identified with
specialized software and rectified. After that data is further altered and pooled for
analysis. This mended collective data is analyzed further to predict traffic scenario
which is available to deliver appropriate information to users.

Traveler Information: Travel Advisory Systems (TAS) is used to inform

transportation updates to the traveling user. The system delivers real-time
information like travel time, travel speed, delay, accidents on roads, change in
route, diversions, work zone conditions etc. This information is delivered by a wide
range of electronic devices like variable message signs, highway advisory radio,
internet, SMS, automated cell.

With urbanization expanding with speedy stride, number of vehicles on road is also
increasing. Combination of both in return puts enormous pressure on cities to
maintain a better traffic system so that the city keeps on moving without any hassle.
For the purpose application of Intelligent Transport System is the only solution. ITS
is a win-win situation for both citizens and city administrators where it provides
safety and comfort to citizens and easy maintenance and surveillance to city
administrators.

Commercial Transport Electrification:-

The Commercial Transportation Electrification Research Service focuses on

opportunities in global commercial EV markets. Research coverage includes battery
electric, plug-in hybrid, hybrid, and low-level electrification as well as fuel cell
technology in on-road commercial vehicles such as vans, pickup trucks, and medium
and heavy duty trucks and buses. The service includes detailed market forecasts and
competitive landscape analyses of key industry players, business models, regulatory
structures, and other major market forces such as battery prices, energy economics,
and vehicle automation.

Electrical vehicle (EV) based on electric propulsion system. No internal

combustion engine is used. All the power is based on electric power as the
energy source. The main advantage is the high efficiency in power conversion
through its proposition system of electric motor. Recently there has been
massive research and development work reported in both academic and
industry. Commercial vehicle is also available. Many countries have provided
incentive to users through lower tax or tax exemption, free parking and free
charging facilities. On the other hand, the hybrid electric vehicle (HEV) is an
alterative. It has been used extensive in the last few years. Nearly all the car
manufacturers have at least one model in hybrid electric vehicle.

The transition to electric vehicles is inevitable for the commercial transportation

industry, driven by the imperative to reduce air pollution and the rising cost of
diesel fuel. Regulation plays a key role in this. In some places, fleet operators
will have no choice but to switch to EVs. Paris, Milan, Mexico City and Athens
are among those with plans to ban diesel engines in city centers—and this
approach will gain momentum as its viability becomes clear.

Hybrids: integrating EV components

Hybrid trucks can be a viable approach for OEMs, but this depends on careful
integration of e-drive components with the conventional powertrain, as well as
modifications to the powertrain.

OEMs must weigh the option of developing a dedicated or modular hybrid

transmission themselves. Cost is a big factor; however, for some, this will be
seen as part of their core competency, especially given the eventual full
electrification of commercial trucks.

IAV has developed a concept for a hybrid module for a twelve-speed, dual-
clutch transmission enabling both ICE and electrical operation.

Explains Rico Resch, project manager, transmission and hybrid driveline, IAV,
“So far, P2 hybrid modules for commercial vehicles are only known for
automated manual transmissions and planetary automatic transmissions. Due to
the additional clutch for powershifting and launching in a dual-clutch
transmission and the C0 disconnection clutch, three clutches and the electric
motor need to be placed at the transmission input side.”

This is a problem Robert Bosch is working on, as well. Bosch and the
University of Michigan are demonstrating a power-split, multi-mode hybrid
transmission to integrate a downsized internal combustion engine with two
electric motor generators. The system uses a dual-planetary gear system with
multiple clutches.

The demonstration vehicle is a Class 4 walk-in delivery van with a 3.0l V6

diesel engine and Allison five-speed automatic transmission integrated with the
power-split transmission.
The all-electric option

To fully exploit the addition of electric motors and batteries, some of these
designs also allow for all-electric driving. For example, Bosch’s demonstration
of its CV hybrid power-split transmission comes with two battery packs that let
the truck travel up to 60 miles.

Given the complexities of integrating the electric components into conventional

powertrains, however, combined with an all-electric future, for some it makes
sense to focus on developing dedicated electric drives.

Punch Powertrain is showcasing its electric drive for delivery vans weighing up
to 4,200 kg. These vehicles typically drive at lower speeds, but they need to be
able to take off from a standstill, loaded, on a 30 percent uphill grade. And,
because they stop so often to make deliveries, the transmission’s parking
mechanism bears an intense load.

Punch used a single-speed transmission with a ratio of 1:16 and a mechatronic

park mechanism. The transmission consists of two-staged pinion gearsets
driving a final crown-wheel with integrated differential. The electric drive
system can run at a peak of 90kW; it can bring the vehicle up to 100 km an
hour.
In agricultural applications, simply replacing the conventional powertrain with
an electric drivetrain while maintaining the original vehicle structure is the most
common approach, according to Stephan Hammes, skill team leader of
powertrain integration, AVL Tractor Engineering Germany. “However,” he
adds, “all configurations that integrate an all-electric drive into an existing
vehicle structure have the disadvantage that the wheel loads and the components
are not ideally matched with each other.”

AVL takes a dual approach for small-size and small-volume utility vehicles: A
hybrid concept downsizes the diesel and adds power via an electric motor that
can be powered by a small battery. Its drivetrain architecture also allows for all-
electric driving over short distances.

In addition, the company developed a restructured electric tractor based on a

new modular system that can accommodate add-ons such as farm implements,
power packs and even an autonomous driving unit.

Hydrogen fuel cells

It has to be noted that electric powertrains are not the only way to accomplish
emission-free commercial vehicles. Toyota has continued to advance hydrogen
fuel cells.

Noting that KPMG’s Global Automotive Executive Survey 2018 rated fuel-cell
EVs as the top priority for that year, Luke Rippelmeyer, senior engineer,
product development office, Toyota Motor NA, says, “Toyota sees hydrogen
fuel cells as playing an important role in the future of transportation.”

In 2017, Toyota began work on moving components of its hydrogen fuel cell
Mirai into a Class 8 truck for use in the Los Angeles–Long Beach port complex.
The truck, dubbed Project Portal, combines two Mirai fuel stacks and an electric
motor producing 670 hp and 1375 pound-feet of torque. Toyota says its gross
vehicle weight rating is 36,288 kgs, and it can travel more than 322 km.

Project Portal went into use at the port in October of 2017. A beta version with
a 12kWh battery, unveiled in 2018, increased the estimated range to more than
483 km per fill. Toyota’s fuel cell technology is optimized for mid- to long-
range applications, Rippelmeyer says.

Cost vs. benefits

The benefits to the environment of hybrid or all-electric vehicles are clear and,
where regulations demand the reduction of emissions or preclude diesel
engines, full or partial electric driving will be essential.

On the other hand, for the electrification of commercial vehicles to really take
off, the total costs for fleet owners must be on par with those of conventional
vehicles. McKinsey calculates that medium-duty fleet vehicles that travel
approximately 322 km per day are most likely to break even. In the heavy-duty
segment, it says, urban city buses have the greatest potential for achieving TCO
parity with diesel buses.

Punch Powertrain’s work with a German postal service fleet shows that this is
possible.

“For the commercial vehicle segment, the main reason to go for EVs is to have
fleet owners achieving an improved total cost of operation,” says Joris
Bronckaers, product architect, Punch Powertrain.

This is more achievable for urban and regional delivery services, he thinks,
because of the intense utilization of these vans combined with relatively low
mileage. Add the lower maintenance costs of EVs and low charging costs, and
fleet owners can achieve parity with ICE vans.
New tools for new powertrains

Engineers address the complexity of designing for hybrid or all-electric

powertrains and transmissions by innovations in the design process itself.

Bosch and the University of Michigan developed and tested a new automated
modeling process which greatly simplified the search into such a large design
space. The process allowed them to evaluate more than 18 million design
candidates.

Martin Ackerl, lead engineer system development on-road, AVL Commercial

Driveline & Tractor Engineering, points out that a high level of integration of
the e-drive components in heavy-duty vehicles may not be the optimal solution
for all truck applications. AVL has a methodology to deliver flexible
configurations of the components to suit different scenarios, for example, long-
haul trucking versus distribution.

Infrastructure considerations

While EV adoption for private cars is hindered by range anxiety and dearth of
available public charging stations, it’s expected that fleet vehicles will charge
when they’re off-duty at the owner’s hub. There will be capital expenses in
addig charging facilities to their facilities.
To prove the viability of Toyota’s fuel-cell trucks, the OEM also must
demonstrate the ability to refuel trucks at high throughput. There’s already a
temporary refueling station as part of Project Portal; Toyota has announced a
permanent tri-generation station to produce hydrogen, electricity and heat.