CASE STUDY 7: OPTIMISATION OF THE TEMPERATURE-CONTROLLED FREIGHT - - PowerPoint PPT Presentation

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CASE STUDY 7: OPTIMISATION OF THE TEMPERATURE-CONTROLLED FREIGHT - - PowerPoint PPT Presentation

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CASE STUDY 7: OPTIMISATION OF THE TEMPERATURE-CONTROLLED FREIGHT WAGON ADIL BAIJU, ASHUTOSH PANI, MARA ZIMMERMANN, MICHAEL KRATZ, SEBASTIAN PORRAS APARICIO COACH: REYHANEH ABOUTALEBI INDUSTRY PARTNER: TOMAS NYITRAY & PHILIP BAUR 19.05.2020

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SLIDE 1

CASE STUDY 7: OPTIMISATION OF THE TEMPERATURE-CONTROLLED FREIGHT WAGON

ADIL BAIJU, ASHUTOSH PANI, MARA ZIMMERMANN, MICHAEL KRATZ, SEBASTIAN PORRAS APARICIO

COACH: REYHANEH ABOUTALEBI INDUSTRY PARTNER: TOMAS NYITRAY & PHILIP BAUR

19.05.2020

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SLIDE 2

PRESENTATION AGENDA

1.PROBLEM FORMULATION 2.COOLING LOADS 3.MODELLING 4.RESULTS & DISCUSSION 5.CONCLUSIONS

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SLIDE 3

PROBLEM FORMULATION

OPTIMISED HVAC OPTIMISED LCC

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SLIDE 4

PROBLEM FORMULATION

OPTIMISED HVAC OPTIMISED LCC

MULTI-OBJECTIVE OPTIMISATION MODEL

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SLIDE 5

COOLING LOADS

Deep Freeze Wagon

  • 18°C

Cooling Wagon +4°C

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SLIDE 6

COOLING LOADS Transmission load Product Load Infiltration Load Internal Load Equipment Load

Deep Freeze Wagon

  • 18°C

Cooling Wagon +4°C

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SLIDE 7

COOLING LOADS Transmission load Product Load Infiltration Load Internal Load Equipment Load

Deep Freeze Wagon

  • 18°C

Cooling Wagon +4°C

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SLIDE 8

COOLING LOADS Transmission load Product Load Infiltration Load Internal Load Equipment Load

Deep Freeze Wagon

  • 18°C

Cooling Wagon +4°C

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SLIDE 9

COOLING LOADS

Deep Freeze Wagon

  • 18°C

Cooling Wagon +4°C

COOLING LOADS

Deep Freeze Wagon

  • 18°C

Cooling Wagon +4°C

COOLING LOADS

Deep Freeze Wagon

  • 18°C

Cooling Wagon +4°C

Safety Factor: 10%

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SLIDE 10
  • Two objectives → pareto front
  • CO2-emissions: diesel and electricity demand
  • LCC: investment, fuel cost, O&M over lifetime of 10 years
  • Decisions:
  • Outside wall dimensions
  • Insulation: PU, VIP and Divinycell
  • Cooling component

OPTIMISATION MODEL

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SLIDE 11

RESULTS & DISCUSSION

Figure 1: (a) Cross-section of the wagon with optimised dimensions for minimum costs (b) Loading scheme for 42 Euro-pallets Figure 2: Pareto optimal results for the multi-objective optimisation for total costs and CO2 emissions for the deep freeze wagon.

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SLIDE 12

RESULTS & DISCUSSION

Figure 3: Summary of the different costs and diesel consumption of the recommended, the minimum cost and the PU-only technology setup for the deep freeze wagon

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SLIDE 13

RESULTS & DISCUSSION

SPECIFICATION RECOMMENDED MINIMUM COST PU-ONLY SIDE WALLS 25 15 DOORS 45 25 BACK WALLS ROOF 1 45 15 ROOF 2 ROOF 3 COOLING UNIT TK SLXi-400 TK SLXi-400 TK SLXi-400

Table 1: Summary of VIP thicknesses of the recommended, the minimum cost and the PU-only technology setup for the deep freeze wagon

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SLIDE 14

RESULTS & DISCUSSION

Figure 4: Pareto optimal results for the multi-objective optimisation for total costs and CO2emissions for the deep freeze wagon with only 110 working days Figure 5: Summary of the different costs and diesel consumption of the technology setup for the deep freeze wagon with only 110 working days per year.

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SLIDE 15

RESULTS & DISCUSSION

Figure 6: Comparison of the total U-values for the recommended, the VIP-only and the PU-only setup of the deep freeze wagon.

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SLIDE 16

RESULTS & DISCUSSION

Figure 7: Pareto optimal results for the multi-objective optimisation for total costs and CO2emissions for the deep freeze wagon with only 110 working days Figure 8: Summary of different costs and diesel consumption of the technology setup for the cooling wagon

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SLIDE 17

RESULTS & DISCUSSION

ITEM OLD WAGON PROPOSED WAGON DIFFERENCE OPERATION COSTS (CHF/EUR-PALLET) 2,520 993

  • 60.6%

CO2 EMISSIONS (TON/EUR-PALLET) 4.89 1.87

  • 61.8%

DIESEL CONSUMPTION (LITRE/EUR- PALLET) 180,080 68,595

  • 61.9%

Table 2: Comparison of performance and cost values between proposed deep freeze wagon and the old SBB Cargo wagon model Hbbills-uy

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SLIDE 18

CONCLUSIONS

  • VIP panels represent a valuable option in reducing LCC and CO2

emissions

  • Most effective insulation system depends on air channels
  • Optimised side wall dimensions lead to an improved U-value
  • Insulation materials should be analysed per wagon section
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SLIDE 19

THANK YOU FOR YOUR ATTENTION

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SLIDE 20

REFERENCES

  • Cover - https://fortune.com/2015/10/06/bosch-smart-trains/
  • Wagon - https://www.kdylogistics.com/en/reilcar-fleet-en/
  • Verma, S. and Singh, H. Vacuum insulation in cold chain equipment: A review.Energy

Procedia,161, 232–241, 2019.

  • Beers, A. A., Smith, S. W., Crisafulli, C., Richmond, S. and Cribbs, R. A.Temperature controlled

railway car, U.S. Patent US7478600B2, 2009

  • Tassou, S., De-Lille, G. and Ge, Y. Food transport refrigeration – Approachesto reduce energy

consumption and environmental impacts of road transport.Applied Thermal Engineering,29, 1467–1477, 2009

  • Thermal Insulation Association of Southern Africa (TIASA).Thermal Insula-tion Handbook. 2001.
  • Chatzidakis, S. K. and Chatzidakis, K. S. Refrigerated transport and environ-ment.International

Journal of Energy Research,28(10), 887–897, 2004.