节能型城市物流系统设计的方法论
A Methodological Approach For Design Of Energy Efficient Urban Logistics Systems
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中文总结 AI 辅助
本研究针对城市物流能源消耗挑战，提出评估新型货运专用基础设施能源效率的方法论，通过建模和参数影响分析，为城市货运配送节能提供工具与见解。
中文摘要 AI 辅助
物流领域未来面临的主要挑战之一是能源消耗。法国的目标是到2050年实现净零碳排放。负责法国输电网络的RTE公司在2021年10月开展的“2050年能源未来”研究工作，评估了涉及多种能源组合（风能、太阳能、核能等）的多个场景，得出结论：尽管交通向电力转型（即最终能源消耗至少下降40%，从2050年的1600太瓦时降至930太瓦时），但2050年实现净碳中和只能通过能源节约来达成。在物流领域，降低公路货运运输的能源强度已取得巨大进展，引入了一些有前景的解决方案和技术，包括车辆性能提升、替代燃料，以及物理和数字基础设施的并行发展，这使得1992年每千吨公里的石油当量从0.077吨降至2012年的0.057吨（Llorca和Jamasb，2017）。但货运量和交通量的同时激增阻碍了能源消耗的全球下降。这一挑战在城市物流中更为严峻，因为城市物流需要在已经拥堵的城市中管理供应渠道，且小型车辆数量不断增加、种类日益繁杂。现有所有解决方案和技术对于满足能源节约的需求而言是必要的，但还不够，显著的收益将来自物流共享基础设施的根本性转变和创新型组织。在此背景下，CargoCap（Stein和Schoesser，2003）等项目正在探索新型基础设施的潜力，而作为货运系统新型组织形式的横向协作运输已得到大量研究，其有效性和效率在近期文献中已得到证实（Pan等，2019）。本研究聚焦于新型货运专用基础设施的能源效率，评估大规模合作专用系统在城市货运配送中的潜力，该系统作为分散公路运输的替代方案，旨在大幅降低能源消耗。为实现能源节约目标，本研究设定了双重目标：一是为这类专用货运供应系统的能源消耗建模，二是通过对主要设计参数的影响评估得出最佳实践的结论。配送系统的能源需求高度依赖具体的实施选择，这些选择可能涉及重启一些已停用的实践，以及利用新技术和创新流程。考虑到这一点，本研究的方法论旨在全面评估技术和布局方面所有可用的实施选择，该方法回归到基本能源定理，其参数可设定为代表任何感兴趣的场景。模型包含运输方式的特性（如空气动力学、滚动阻力等），以及配送管理、装卸和基础设施可达性的动力学影响（如驾驶循环、拥堵等）。为保证通用性，本研究将城市布局和主要配送路线步骤简化为通过环形道路接入的一般密集区域（不仅限于此），并将其应用于巴黎的具体案例，利用先前的研究和调查，以及政府批准的开放数据对货运供应的各方面进行量化。就局限性而言，模型过于简化，且未考虑间接能源消耗，而间接能源消耗在总能源需求中占相当大的比重。本研究明确指出了影响最大的参数和具有高潜力的改进方向，同时考虑了不确定性，还明确了直接和间接能源驱动因素一致的领域，以及需要研究合理权衡的领域。这些发现为进一步研究更精细、更扩展的模型提供了必要工具，为应用于大城市的城市货运配送提供了方法论和见解。
英文摘要
One of the main challenges for the future in logistics lies in energy consumption. France has the ambition to reach net zero carbon emissions by 2050. The most ambitious research work envisioning the solutions to do so is ___Futurs {é}nerg{é}tiques 2050' (October 2021) by RTE, the company in charge of the French Electricity Transportation Network. The work assesses multiple scenarios involving various energy mixes (wind, solar, nuclear etc.). It concludes that the net carbon neutrality in 2050 can only be made possible through sobriety, despite mobility switch to electricity (i.e. at least a 40% decrease final energy consumption, plummeting from 1600 TWh to 930 TWh in 2050). In the logistics field, vast progress has been made to lower the energy intensity of road freight transport. Some promising solutions and technologies have been introduced, namely the improvement of vehicle performances, the alternatives fuels, as well as the parallel evolution of physical and digital infrastructures. It resulted in a cut from 0.077 tonne of oil equivalent per thousand tonne-km in 1992 to 0.057 in 2012 (Llorca and Jamasb, 2017). But the simultaneous soar in freight flows quantity and traffic prevented a global decrease in energy consumption. This challenge is stepped up in urban logistics, as it involves managing -in already congested cities- supply channels and small vehicles that are amplifying, multiplying, and becoming more and more intricate. It seems that all the solutions and technologies that have been introduced are necessary, but insufficient, to meet the expectations in terms of energy sobriety. Significant gains will come from a radical shift in logistics shared infrastructure and from innovative organizations. In this vein, CargoCap (Stein and Schoesser, 2003) and other projects are exploring new infrastructures potential while horizontal collaborative transport as a new organization of freight systems has been largely studied and its effectiveness and efficiency has been proven in recent literature (Pan et al., 2019). In this work we will focus on the energy effectiveness of a new freight dedicated infrastructure. This work assesses the potential a large scale cooperative dedicated system, involving shared infrastructure, for the distribution of freight in the city. This is conceived as an alternative to scattered road haulage, in order to significantly cut down energy consumption. With the goal of energy sobriety, we set the twofold objective of modelling the energy consumption of such a dedicated freight supply system, and of drawing conclusions regarding the best practices by means of an impact assessment of the main design parameters. A distribution system's energy demand strongly depends on specific choices of implementation, which can involve putting back on the agenda some discontinued practices, as well as taking advantage of new technologies and innovative processes. Keeping that in mind, our methodology is devised to comprehensively assess all the available implementation choices, both in technology and in layout. The method consists in taking a step back to fundamental energy theorems, which parameters can be set to stand for any scenario of interest. The model includes transportation modes characteristics (e.g. aerodynamics, rolling resistance etc.), as well as kinetics repercussions of delivery management, handling, and infrastructure accessibility (e.g. driving cycles, congestion etc.). For our purposes of generality, but not limited to, the urban layout and the main routing steps are simplified as a general dense area accessed via a ring road. It is applied to the specific case of Paris, benefiting from previous studies and surveys, as well as government approved open data, quantifying all aspects of freight supply. As far as limits are concerned, it can be put forward that the model is overly simplified and blind on indirect energy consumption which is considerable in overall energy demand. Our work precisely spots out the most impactful parameters, and the high potential axis for refinement, factoring uncertainty. It also specifies where direct and indirect energy drives align, and, on the contrary, a judicious compromise should be investigated. These findings give the necessary tools to further the research into a refined and expanded model, a methodology and insights for urban freight distribution applied here in large cities.
