AVL Rotary Range Extender

Transcription

A Rotary Engine Based Range Extender Concept
06/02/2013
AVL ELECTRIC VEHICLE
Electric Range vs. Battery Weight and Cost
1000
20.000
Vehicle: 1350 kg / 75 kW
Battery: 80 Wh/kg, 250 €/kWh
18.000
800
16.000
700
14.000
600
12.000
500
10.000
400
8.000
300
6.000
200
4.000
100
Range Extender
Battery
Battery Cost -Euro
Battery Weight
Weight- kg
900
2.000
0
0
0
20
40
60
80
100
120
All Electrical Range - km
FUEREX @ E-Mobility Graz - Jan. 30th, 2013 – T.Sams / B. Sifferlinger
140
160
180
200
Total Range - km
2
Arguments for Range Extender
Primary vehicle use for pure electric driving
RE is „reserve fuel can“ or „limp-home“
device for EVs
Avoids range anxiety at acceptable cost
CO2-Emissions of the ICE are low due
to limited share of operation and load-optimized
operation strategy supports 50g CO2/100km- targets
HV-battery can be optimized for the 80-90% vehicle rangerequirements without the burden of the total range demands
small, light-weight and affordable battery for daily use
Secondary advantages for vehicle operation for very cold/warm ambient
conditions and a long duration of start-stop operation (traffic jam).
3
Concept Study: Serial Range Extender Integration
Vehicle integration of serial hybrid system:
System integration in separate and
independent RE-module for flexible
vehicle packaging
System integration in engine compartment
together with electric traction motor systems
- axle-load distribution
- assembly similar to conventional vehicle
- joint power electronic module for generator
and traction motor system
- joint functional integration
4
Demonstrator
AVL electric vehicle
Plug-in vehicle demonstrator designed
for mega-city driving
AVL Range Extender System for at
least 250km driving range
Open requirement definition and
dedicated system design
No passenger compartment restrictions
Acceptable cost of energy storage system
Competitive driving performance
No performance restrictions with
Range-Extender operation
5
Energy Reserve - Recharging Strategy
State Of Charge
100 %
If RE starts here: performance according to max.
configuration performance of E-Drive
Energy Reserve
Technical Minimum
Run time
If RE starts here: RE performance according to E-Drive
6
Concept Study: Selection of Combustion Engine
Concept Design
7
Concept Study: Wankel Engine
8
Key Specifications Rotary Engine
Engine configuration:
Single disk rotary engine
Displacement :
254 cc
Power:
18 kW @ 5000 rpm
Fuel consumption:
275 g/kWh
Emmission legislation
EU6
Generator concept:
Permanent magnet synchronous machine
Thermal management:
Single circuit liquid cooling
Controller:
AVL rapid prototyping control unit
Software:
Module embedded SW and CAN interface
Electric output:
15 kW @ 320 – 420 V (12 kW above 250 V)
Max. performance scaling potential:
up to 36 kW electric output (= 240%)
1m averaged outside sound pressure:
65 dBA
Engine – generator unit weight:
35 kg
Total RE-module weight:
70 kg
9
Vehicle HV Battery
Optimized, reliable and fully integrated battery system
development to maximize vehicle fuel economy potential
for AVL electric vehicle with Range Extender
Pack mass:
Module configuration:
Battery capacity:
Pack voltage:
Performance (@25°C):
- Charging:
- Discharging:
163 kg
A123 - 102S2P, water cooled
13.1kWh
255 – 367 V
Energiedichte:
Zelle: 134 Wh/kg, Pack: 79 Wh/kg
Leistungsdichte:
827 W/kg (Pack, Peak Discharge)
13,5 - 67 kW (10 s)
40 kW - 137 kW (10 s)
BATTERY DESIGN AND SIMULATION
BATTERY INTEGRATION
with Range Extender
BATTERY FUNCTION AND SOFTWARE
BATTERY TESTING AND VALIDATION
10
Vehicle Architecture and HV-Safety
Vehicle Architecture:
RE-Inverter (HV)
AC-Compressor
DCDC Converter
HV-Battery
Charging Plug
Range
Extender (HV)
Internal chargers
HV-Heating Element
Junctionbox
High Voltage
Low Voltage
CAN-Communication
E-Motor with
Transmission
12 V Battery
Int. Charger
Control Unit
eMotor
Control Unit
HV-Battery
Control Unit
Vehicle
Range Extender
Control Unit
Control Unit
RE Motor
Control Unit
High-Voltage Safety:
High-Voltage Interlock Loop
Emergency Shutdown Button
Isolation Observer
Active Bus Voltage discharge
HV-Battery Service disconnect
11
Interior Noise vs. Operation Strategy
Interior Noise - Co-Driver Position
75
Interior Noise - dBA
70
65
Range Extender 5000 rpm
60
55
Range Extender 3500 rpm
RE Operation
50
0
10
20
30
40
50
60
70
80
90
Vehicle Speed - km/h
12
Borderline Tests for min. battery size and RE Charging Power Requirements
Extra Urban upward slope driving after 7 km City + 24 km Highway driving,
limited battery energy hub (7 kWh) and limited RE charging power (10kW)
Altitude - m
600
550
500
450
400
350
Limited vehicle
performance
Vehicle Speed – km/h
300
SOC = 31%
70
60
50
40
30
20
10
0
BASE STRATEGY:
100
100
%
%
..55
ccaa
e
e
opp
ssllo
SOC = 58%
m
kkm
5555
.
.
ccaa
70
60
50
40
30
20
10
0
1. Electric drive from
SOC 90% SOC 30%
2. At 30% SOC Range
Extender ON (10kW)
No performance
limitation
130
130
REFINED STRATEGY:
1. Electric drive from SOC
90% SOC 30%
50
50
2. > 100 km/h Range
Extender ON (10kW)
0
400
200
FUEREX @ E-Mobility Graz - Jan.
30th,
500
2013 – T.Sams / B. Sifferlinger
Time –
600
S
1000
1200
1400
13
Active GPS based Range Extender Operation Strategy - schematic
Vehicle Sped
[km/h]
Vehicle Speed
120
500
90
450
60
400
30
350
Altitude
300
0
10 0
Required Energy
[kWh]
Altitude [m]
550
150
10
20
30
40
50
Distance [km]
8
Required Energy
6
Range Extender on
4
2
0
0
10
20
30
40
50
Distance [km]
• Operation Strategy is selected
based on GPS target
information
• Adaptation with deviation of
route or energy consumption
57 km
25 km
50 km
14
Passive GPS based Range Extender Operation Strategy - schematic
Permanent calculation of all potential routes and the respective
energy consumption incl. topography, estimated velocity profiles,
ambient temperature, driving style etc.
Pure battery operation
w/o Range Extender
25 km
Patents applied
50 km
15
CHALLENGES COVERED IN FUEREX PROJECT
NVH Development
Emission Development – Target EURO6
16
Rotary RE NVH Development
Suspension System Range Extender
Suspension concept frame to body:
RE unit to frame:
3 Bearings
4 Elastic bearings for connection frame to body
4 x Conti 27 994, 55 Shore A
Veh.
left
Veh.
rear
Vehicle Front
Bearing 2 (left front)
2 add. holes, 55 Shore A
no Washer
Bearing 2 (left rear)
2 add. holes, 55 Shore A
2 Washer
Bearing 1 (right)
Rotary +
Generator
no holes, 55 Shore A
1 Washer
RE-Frame
RE-Suspension to vehicle
17
Suspension System Range Extender - Measurement
V111 EM lhs engine rear
+Z
MP3 EM lhs RE frame rear
+Y
-X
18
Rotary RE NVH
Suspension System Range Extender – 3300 rpm
Project:
EVARE 21
Measurement: Structural Vibration Analysis
Testsite:
Engine Test Bed - Semi Anechoic
Version:
Baseline condition
3300 rpm 9kW
3300 rpm 4kW
3300 rpm mot
v111 -X EM lhs engine rear
130
Z: 97.4/113.9/112.0 dB
v111 +Y EM lhs engine rear
130
120
110
110
100
90
80
70
Velocity - dB RMS
120
110
100
90
80
70
90
80
70
60
60
50
16
50
16
50
16
31.5
63
125
250 500
1k
Octave Frequency - Hz
2k
4k
130
31.5
63
125
250 500
1k
2k
4k
109.7dB(lin) RMS
107.3dB(lin) RMS
107.6dB(lin) RMS
MP3 +X EM lhs RE frame rear
130
MP3 +Y EM lhs RE frame rear
130
110
80
70
Velocity - dB RMS
120
110
Velocity - dB RMS
120
110
90
100
90
80
70
60
50
16
250 500
1k
95.4dB(lin) RMS
88.6dB(lin) RMS
86.4dB(lin) RMS
2k
4k
31.5
63
125
250 500
1k
99.8dB(lin) RMS
93.2dB(lin) RMS
89.8dB(lin) RMS
1k
2k
4k
2k
4k
MP3 +Z EM lhs RE frame rear
70
50
16
125
250 500
80
50
16
125
90
60
63
63
100
60
31.5
31.5
112.8dB(lin) RMS
106.7dB(lin) RMS
104.9dB(lin) RMS
120
100
v111 +Z EM lhs engine rear
100
60
104.0dB(lin) RMS
99.8dB(lin) RMS
102.5dB(lin) RMS
Velocity - dB RMS
Y: 104.0/112.9/106.8
120
Velocity - dB RMS
Velocity - dB RMS
130
X: 84.2/84.2/106.6
31.5
63
125
250 500
1k
2k
4k
108.3dB(lin) RMS
101.8dB(lin) RMS
98.8dB(lin) RMS
19
Box Sound Counter Measures
Sound-absorbing inner
mats
H
Air intake duct for
box ventilation
Heat protection on rear
exterior box
(with sound
deadening mats)
No sound deadening
material on inside of box
cover.
20
Rotary RE NVH
Exhaust System Design Optimization
Based on initial design an optimized design has
been developed.
Key optimization and development targets
• Optimized packaging
• Heat balance
• Acoustical properties
The exhaust (silencer) system includes the
following elements
• Silencer Inlet (intake)
• Integrated Catalyst
• 4 Chamber Pre-silencer system
• First absorption pipe
• Silencer with integrated
Helmholtz resonators
• 2nd absorption pipe
• Orifice
21
Rotary RE NVH
Exhaust System Design Optimization
Silencer inlet
Exhaust / Silencer System details:
Resonator Silencer
(4 Helmholtz resonators)
4 -Chamber
Pre-Silencer
(Reflexion system)
Integrated main catalyst
Seperate chamber with
absorption material
2 Absorption pipes
Exhaust /Silencer Orifice
22
In Vehicle Test Results with optimized setup on Test Track
• Test Setup
• RE at 3 different operating points
• 3300 rpm: City mode
– 4.5 kW
• 4500 rpm: Sustain mode
– 9.5 kW
• 5000 rpm: Full load
– 15 kW
• Vehicle at different speeds on test track
0, 20, 40 km/h – City mode
55 km/h
– Sustain mode
75 km/h
– Full charging
• Measurements
• Noise Recording at left driver ear
• Recording with and without RE operation
23
Test Results (on AVL Test Track) – 15 kW RE
Fahrer Ohr Links - dB(A) RMS
80
s201
s201
70
s201
s201
70
Park Position
no RE
RE 3300 17%
60
80
50
50
40
40
40
30
30
30
20
20
20
10
10
10
0
31.5
100
315
1k
3.15k
10k
0
31.5
100
3.15k
80
70
70
60
60
50
50
40
40
30
30
10k
31.5
100
315
1k
3.15k
10k
s201
s201
Black line no RE impact
Red line RE in operation
20
55km/h
no RE
RE 4500/ 50%
10
1k
s201
s201
20
315
80
40km/h
no RE
RE 3300/ 27%
60
50
0
s201
s201
70
20km/h
no RE
RE 3300/ 17%
60
80
75km/h
no RE
RE 5000/ 60%
10
0
0
31.5
100
315
1k
3.15k
10k
31.5
100
315
1k
3.15k
10k
24
Vehicle Test Results
• Summary
• Combined counter measures lead to sound levels
for real-life vehicle operation enable use of RE at
dedicated operating points with no noticeable
negative impact on sound pattern of EV.
• The targets for Noise levels of <65 dbA at the back
of the vehicle and an interior level of 58dbA have
been met.
25
Emission Development – Target EURO6
• EURO6 is mandatory for market introduction of rotary range extender
• Hardware investigation were made for
•
•
•
•
Injectors and spray patterns
different fuel injection pressures
catalyst locations and catalyst types
Injector position, air intake and exhaust system variant
• Different operating strategies for start phase were tested
26
Rotary RE Emission Development
Starter Catalyst and shortest Exhaust System
1. Cat. heating @ 4500 rpm fast warm-up due to increased Heat Input to Cat.
2. Installation of relatively small Starter Cat. (Diam. 40mm, Length 50 mm) Reduction
of HC Peak in Start Phase due to fast conversion start because of reduced diameter
.
27
Impact Starter Catalyst and Exhaust Length Reduced HC
AVL_DFE1015_EVARE025.20 ProjSpecREC_10Hz_1[17]
KS_EVARE 25_20110927_Rekorder 15_Vorkat Hauptkat näher.DAT
Vorkat + Standard Kattrichter 430 mm bis Hauptkat / 4500 U/min
Vorkat + Optimierter Kattrichter 480 mm bis Hauptkat / 4500 U/min
Ohne Vorkat, Standard Kattrichter / 560 mm bis Hauptkat / 4500 U/min
4000
1,32
3000
1,26
2000
1,20
1000
1,14
1,08
1,02
16000
0,96
14000
0,90
LAVS_41 [1]
n [1/min]
5000
THC_TP [ppm]
12000
10000
HC Resulat: < 85% (of EU6 limit)
8000
based on 1180 Sekunden Test length
6000
4000
2000
250
200
150
100
50
MF_THC [mg/km]
0
0
32
40
48
56
64
72
80
88
96
104
112
Zeit [s]
28
Impact of optimized Catalyst Intake Geometry in CSWUP Test
CSWUP Test: Cold Start @ 3600 rpm
n [1/min]
5000
4000
3000
2000
+
1000
New Optimized Intake
14000
„Old“ Intake
12000
240
-
200
6000
160
4000
120
2000
80
0
40
-2000
0
1,3
LAVS_41 [1]
MF_THC [mg/km]
8000
-40
1,2
1,1
1,0
1,6e+012
0,9
8e+011
0,8
0
54
60
66
72
78
84
90
96
102
108
114
120
PN_CUM [#/km]
THC_TP [ppm]
10000
Zeit [s]
No significant impact !
29
Boundaries for start investigations
Injector: Typ 07K 906 031C / flow rate 158 g/min
Fuel pressure:
6bar
Engine temperature:
20 – 25°C (Engine In)
Base Exhaust System
ECU:
AVL RPEMS
No generator operation (rotary only)
Injector after Throttle valve, intake modified after
injector (see picture)
Specification Precatalyst:
Dimensions: 42 x 80mm (Matrix 40 x 60 x 300cpsi)
Saturation: 50g/ft3
Pt / Pd / Rh: 5 / 0 / 1
30
Start Investigations (20°C)
Emission Limits EURO 6:
HC:
: 100mg/km
Particle number: EURO 6_1: 6x1012 #/km
Particle number: EURO 6_2: 6x1011 #/km
Starting Point
3300rpm
21°Throttle
Start w/o starter
catalyst
Injection after reaching
stationary engine
speed
HC
136% of EURO6
3300Upm
21°Throttle
3300rpm
21°Throttle
Start with precatalyst
Start with starter
catalyst
stationary engine
speed
HC
107% of EURO6
stationary engine speed
4500rpm
21.5°Throttle
Start with starter catalyst
Injection approx. 8 secs
after reaching stationary
engine speed
HC
Boundaries:
66% of EURO6
Injector after throtlle
No Generator Operation
Double Injection
Manual Lambda adjust
Measurements taken after 1 min (approx. 5% increase for total run time)
4500rpm
21.5°Throttle
HC
75% vof EURO6
Start with precatalyst
Particles 1.4x1012
#/km
23% vof EURO6_1
Injection approx. 8 secs
after reaching stationary
engine speed
Particles 1.4x1012
#/km
233% of EURO6_2
HC
55% of EURO6
Particles 1x1012 #/km
17% of EURO6_1
Particles 1x1012 #/km
167% of EURO6_2
31
Test Results
• Summary
• With the final test setup it was possible to
demonstrate, that the EURO6 targets for HC and
particles can be met with a rotary engine with a
reasonable development margin under lab
conditions.
32
AVL Rotary Range Extender Concept
THANK YOU FOR YOUR ATTENTION !
33

AVL Rotary Range Extender

Transcription

Similar documents

Title STUDIES ON THE VISCEROGENIC REFLEXES. Author(s

New Experimental Results

Acoustic Analysis of an Active Noise Control Exhaust System on HiL

Myelin-laden Macrophage: The True Villain Behind Spinal Cord Injury