Jason Hodge is editor of Commercial Vehicle Dealer monthly magazine, a trade journal covering the truck and van industry from a dealer’s perspective.
Here, he writes about driverless trucks, with a background and his own views on truck platooning.
The government is expected to confirm that so called ‘driverless’ trucks will be trialled in the UK. Generally met with shock and condemnation, what is actually being proposed?
The correct term for the proposed system to be trialled is not ‘driverless trucks’, but ‘platooning’. This is where a series of vehicles use technology to enable drivers to move more closely to each other in convoy than would be safe if he or she were not using them. The UK government has agreed to a limited trial of platooning on a stretch of the M6 in Cumbria, a portion of UK motorway that is relatively quiet with larger sections between junctions.
There is clearly plenty of concern from road safety campaigners and industry bodies concerned for the long term future of lorry driver jobs.
The RAC’s chief engineer, David Bizley said: “One of the main questions is really whether lorry platoons are appropriate for our motorway network, which is why the choice of the M6 in Cumbria for the trials is a good one because the junctions are few and far between and the traffic density is low compared with most stretches of motorway. So while this is a potentially welcome extension to the driverless technology we are seeing trialled in cars, it’s not clear yet whether it is something that would work in practice on the UK’s motorway network.”
What is platooning?
Platooning is nothing new – research into these systems started back in 2009 with EU funding – with the SARTRE (Safe Road Trains for the Environment) project. The project tested combinations of cars, coaches and trucks and resulted in some significant fuel savings across the board between ten and twenty percent.
The first public road test took place back in 2012 in Spain involving three cars and a truck with a gap of 18 feet between each vehicle at a speed of 85 km/h, covering some 200 kilometres.
Since this time, platooning has been trialled in Sweden, Germany and in the United States. Road Haulage Association chief executive Richard Burnett commented: “At the outset, it is important to note that these trucks will not be ‘driverless’. Each cab will be manned. As far as we are concerned, this is an issue where the devil lies in the detail.”
Fuel Saving not Driver Saving
There has been plenty of scaremongering in the press that this will be the end of the long-distance lorry driver as we know it. The platooning system very much needs the driver to be in control, he needs to be able to join and exit the system to continue the journey and deliver the load.
The most likely outcome of the test is a significant improvement in fuel consumption or not only vehicles following in the platoon, but also of the lead vehicle. Additionally, traffic flow should be smoother when sufficient numbers of vehicles are included.
Tests by Scania have shown that convoy driving using truck “platoons” can reduce fuel consumption by up to 12%. This could mean a fuel saving per vehicle of some 4,000 litres annually. This would be able to power a typical family car some 35,000 miles.
“On the test track we’ve driven with a distance of about 10 metres between the vehicles, and we were able to achieve a 12% fuel saving for the trailing vehicle,” said Magnus Adolfson, Scania’s manager for Intelligent Transport Systems. “If you want to get as close as a couple of metres, then you need several automatic systems that also take control of the steering from the driver during the time that the vehicle is in the truck platoon. That’s also something we’re focusing our research on.”
How Does it Work?
The platooning system uses a combination of existing technologies that have been tweaked to make the system as safe and effective as possible.
Sophisticated Cruise Control
Effectively, the system uses an improved ‘advanced adaptive cruise control’ (ACC), a system that we have enjoyed using on cars for many years now. Rather than setting a desired speed, the driver selects a desired distance from the vehicle in front which is maintained through the use of radar and cameras.
Driver Aids – Autonomous Braking
Legislation that came into force as recently as November 2015 compels all new trucks over 8 tonnes GVW to be fitted with ‘Autonomous Emergency Braking’ systems – AEB for short. This means that the driver is taken out of the equation if an accident is likely.
These systems have been fitted to trucks (as an option) for a number of years. They have clearly proven themselves so effective in stopping the vehicle that they have made their way into legislation.
So we have been able to automatically keep our distance from the moving truck in front and automatically come to an emergency stop for some years. So what’s new?
Steering by Wire
Truck steering systems have become more sophisticated with steering columns becoming a thing of the past with ‘drive by wire’ control. These systems have been wonderfully demonstrated by Volvo Trucks in a series of YouTube videos – one involving a hamster steering a truck by running around a wheel attached to the steering wheel and the second showing a small girl controlling a 32 tonne truck using a remote controller.
Technology that steers trucks using electrical inputs is therefore mainstream and used on our roads every day.
Making it Work
Even if platooning can be made to work technically – safely and reliably – it is of no use unless a system is developed to ‘book a vehicle’ into the convoy. Simply stumbling across a platoon and tagging along cannot be an option. RHA’s Richard Burnett agrees, “In addition to the concerns of the motorist, is platooning practical for the haulier? Does it make operational sense?” The truck makers are already looking at this. To develop a system to coordinate platoons, Sweden’s Scania is focusing on its COMPANION joint research project with KTH Royal Institute of Technology. The next stage of development involves coordinating truck convoys, thereby making the whole logistics system more efficient. Scania’s researchers are designing a system that allows transport managers to input the routes their vehicles will take, with the system then finding joint routes with other operators who can ‘platoon up’.
An additional issue is related to the length of these platoons and how it might affect other road users. The maximum length of a tractor unit and trailer combination is currently 16.5 metres in the UK. Add an extra ten metre gap between a platoon of ten vehicles and you get something that is more than a quarter of a kilometre long. Would the average UK motorist be able to contend with this moving obstruction when turning off a motorway junction? We have all seen most drivers leaving it to the last minute to turn off after accelerating past slower traffic. This may therefore lead to platooning in the centre lane or lane three. Not a popular alternative with car drivers.
UK Leading The Way?
The Department for Transport claims that it would like the UK to ‘lead the way’ in testing platoons. It is difficult to see this happening when all the manufacturers are based in Sweden, (Volvo, Scania), Germany, (Daimler, MAN), Italy, (Iveco) and France (Renault). However, eight new projects have recently been awarded £20 million in funding from the UK Government to research and develop enhanced communication between vehicles and roadside infrastructure or urban information systems, including new ‘talking car technologies’. Some of this has been awarded to a consortium looking at tyre pressures and safety concerns – an area ignored in the projects to date.
Is the UK a suitable test bed? Our road network is amongst the world’s most congested with the greatest number of junctions. It is more likely that the UK would be used in the final instance as a ‘stress test’ rather than involved in the fundamental testing process. It is unlikely that the R&D departments will be upping sticks from Sweden and Germany to spend time in Cumbria.
The UK has the reputation in Europe for being ‘Tail-End Charlie’ in accepting and promoting environmental improvements in commercial vehicle technology. Germany and others were offering significant financial incentives for truck operators to become early adopters of Euro 6 technologies (and the emissions standards that came before them), whilst the UK government offered a few hundred pounds incentive to invest in new technology, the cost of which ran into the tens of thousands.
Consider also, the levels of support from the relevant governments. Historically, the UK government has been less than supportive of the UK road haulage industry and we see no reason why this approach should suddenly change. The level of support from the Netherlands is already far greater than the UK – they have also authorised the testing of platooning on their roads and are actively promoting the system with impressive glossy brochures.
During its Presidency of the European Union in 2016, the Netherlands will put together a European Truck Platooning Challenge. This will involve various brands of automated trucks driving in platoons. The Dutch Minister of Infrastructure and the Environment, Mrs. drs. M.H. Schultz van Haegen said: “The Netherlands now offers an international testing ground for innovative mobility. Applications for cars and trucks will be warmly welcomed.”
Time will tell if the UK truly gets behind this initiative or is simply paying lip service to a high-tech scheme that is bound to grab headlines.
Daimler already have a truck that can actually drive itself. Sven Ennerst, head of Truck Product Engineering at Daimler is the man behind the Future Truck 2025 Mercedes-Benz program which takes platooning one step further.
In May last year, their Highway Pilot autonomous truck control system won approval for trials on public highways in a (Daimler) Freightliner truck in the US state of Nevada. Then in October 2015, the German state of Baden-Wurttemberg approved trials of Mercedes-Benz trucks with the Highway Pilot system on its autobahns.
“We expect a change in the organisation of the freight forwarding industry.”
“The driver will take over many of the traffic planner’s functions. He will become more of a transport manager than a driver, from our point of view,” said Ennerst.
“One thing is for sure – the Highway Pilot system is steering the vehicle by itself. It builds a picture around the truck, looking up to 250 metres ahead, so basically it can react and drive by itself.”
Ennerst is equally concerned about the fuel efficiency of the trucks, “We are fighting like hell for every tenth of one per cent in truck efficiency gains at present,” he said. “We expect a fuel economy improvement of up to five per cent with trucks like this, as a result of less acceleration and braking and less waiting in traffic.”
Article courtesy of TruckLocator online: www.trucklocator.co.uk