CO - AutoUni

Transcription

CO - AutoUni

Full Service from Advanced Development to SOP
Ein CO2-Grenzwert
von 70g/km
Eine gewaltige
Herausforderung für
die Fahrzeughersteller
Prof. Dr.-Ing. Michael Bargende
Research Institute of Automotive Engineering and Vehicle Engines Stuttgart
RESEARCH IN MOTION
1
How to fulfill a CO2 emission limit
of 70 g/km (78 U.S. mpg)
The EU limit
under discussion for 2025
Prof. Dr.-Ing. Michael Bargende
April 7, 2014
RESEARCH IN MOTION
2
World primary energy supply and CO2 emissions in 2011
TPES: Total Primary Energy Supply
Source: IEA
International Energy Agency
RESEARCH IN MOTION
3
Fuel shares in global CO2 emissions
Source: IEA
RESEARCH IN MOTION
4
National CO2-Emissions Year 2011
Million Tons CO2-Emissions
8 000
7 000
6 000
5 000
4 000
3 000
2 000
1 000
Source: IEA
China
USA
Japan Germany France
RESEARCH IN MOTION
5
CO2-Emissions by Source Year 2011
Germany
1%
USA
France
4%
14%
18%
11%
26%
42%
43%
23%
1%
19%
27%
36%
19%
Japan
2%
2%
13%
Power Plants
(Electricity and Heat
17%
Production)
Industry
Households
Road Transport
24%
Non-Road Transport
16%
China
7%
6%
44%
50%
35%
Source: IEA
RESEARCH IN MOTION
6
Different CO₂-Emission Limits in the world
and their prospective changes
(LDV!)
95 (2020)
(2011)
RESEARCH IN MOTION
7
CO2-Emissions
CO₂-Emissions of the passenger car fleet for different OEM’s
Average of
all Brands
RESEARCH IN MOTION
8
Differences between the actual European driving cycle (NEDC)
and the Worldwide Harmonized Light Duty Test Procedure (WLTP/WLTC)
The WLTP will possibly being introduced in the EU in 2017
87.00
62.00
49.50
37.50
25.00
Speed [km/h]
Speed [mph]
75.00
WLTP
NEDC
12.50
.00
Time [s]
NEDC
WLTP
1180 s
1800 s
Average speed
33,9 km/h (20.9 mph)
46, 5 km/h (28.9 mph)
Vmax
120 km/h (74.6 mph)
131,3 km/h (81.6 mph)
Duration
RESEARCH IN MOTION
9
Differences between the actual European driving cycle (NEDC)
and the Worldwide Harmonized Light Duty Test Procedure (WLTP/WLTC)
CO₂ consumption [mpg]
23.0
25.0
27.5
30.5
34.0
39.0
45.5
54.5
Source: IEA
A
B
C
D
E
F
Engine type
GDI
stochiometric
GDI
stochiometric
GDI
Lean burn
Gasoline
Hybrid
Diesel
Diesel
Rated engine
Power [kW]
147
78.3
225
73
190
190
Emission
standard
Euro 5
Euro 5
Euro 5
Euro 5
Euro 6
Euro 6
Car mass [kg]
1810
1323
1856
1551
2165
2310
CO₂ cons.
WLTC [%]
- 12.3
- 4.2
+ 3.8
±0
- 11.5
-1.9
RESEARCH IN MOTION
10
Higher loads lead to better engine efficiencies! Together with longer final drives
the fuel consumption decreases in the WLTP compared with the NEDC.
spezifischer
Specific
Fuel Kraftstoffverbrauch
Consumption
BSFC be [g/kWh]
229
236
231
230
236
239
350
248
202
205
300
be-optimal
265
210
215
250
220
264
400
spez.
NOx-Roh-Emission
[g/kWh]
Specific
NOx
Raw
Emissions
5.6
5.1
4.9
From NEDC
to WLTP
150
230
5.3
5.5
6.5
4.6
350
6.1
7.0
be-optimal
300
7.4
7.5
8.0
250
4.2
9.2
4.0
200
5.5
150
3.0
1.5
100
270
50
3.5
4.0
2.0
1.0
1.0
Operating Area NEDC
w/o Hybridization
400
9.0
7.0
2.0
250
100
8.0
3.0
235
240
50
5.3
290
225
200
Motordrehmoment
Engine Torque
[Nm]
400
M_ACT
M_ACT
Motordrehmoment
Engine Torque
[Nm]
EU6 limits are only achievable with DENOX cure (mainly SCR).
ECU calibration at lower loads can be more fuel consumption orientated!
1.5
Operating Area NEDC
w/o Hybridization
600
0
500
1000
1500
2000
2500
N_ACT
3000
3500
4000
0
4500 500
Motordrehzahl
Engine Speed [1/min]
1000
1500
2000
2500
N_ACT
3000
3500
4000
4500
Motordrehzahl
Engine Speed [1/min]
RESEARCH IN MOTION
11
CO2-Emissions as a function of the vehicle weight
Source: Bosch
RESEARCH IN MOTION
12
Fiat 500 0,9 8V TwinAir S&S
VW up! Eco CNG
All passenger cars in the German market with CO2-Emissions lower than 100 g/km
105
100
95 g/km
2020 Limit
95
CO2-Emissions [g/km]
90
85
80
Renault Clio Energy dCi 90 S&S eco
75
70 g/km
possible
2025 Limit
70
Diesel Engines
65
Gasoline Engines
60
CNG Engines
55
Gasoline Hybrid
50
Diesel Hybrid
45
LPG Engines
40
Gasoline Plug-In
35
Diesel Plug-In
30
Linear (Diesel Engines)
25
600
800
1000
1200
1400
1600
1800
2000
2200Opel Ampera
Car Weight [kg]
RESEARCH IN MOTION
13
52
105
55
100
57
95
61
90
64
85
68
73
78
84
91
99
109
CO₂ -emission [g/km]
CO₂ -consumption [mpg]
With a pure ICE powertrain a CO₂ Consumption Limit is achievable only with a
Diesel engine, excellent aerodynamics and an ultra light weight design!
95 g/km
(57 mpg)
2020 Limit
80 Y = 0.0176x + 69.07
(max.
car weight: 53 kg)
75
70
70 g/km
(78 mpg)
possible
2025 Limit
Y = 0.0186x + 60.7
(max. car weight: 500 kg!)
Diesel Engines
65
Gasoline Engines
60
CNG Engines
55
Gasoline Hybrid
50
Diesel Hybrid
121
45
136
40
156
35
Diesel Plug -In
182
218
30
Linear (Diesel Engines)
LPG Engines
Gasoline Plug -In
25
600
800
1000
1200
1323
1764
2205
2646
1400
1600
Car Weight [kg]
3086
3527
Car Weight [lbs]
1800
3968
2000
4409
2200
4850
RESEARCH IN MOTION
14
How to reach 70 g/km:
Option 1: Ultra Light Weight Cars with pure ICE
- Car weight 500-600 kg
- 2-Cylinder turbocharged Diesel engine (500-600 ccm)
- Start/Stop system, automated manual transmission
- Car prices range from 8000 € to 12000 €
RESEARCH IN MOTION
15
Pure functional- based- cars
Reduced- comfort- cars
Fiat 500 - today
● 63 kW
● 940- 1005 kg (2072- 2215.5 lbs)
● 95 gCO₂/km (5.7 mpg)
Fiat Nuova 500 - about 1957
● 10- 13 kW
● 470- 525 kg (1036- 1157.5 lbs)
RESEARCH IN MOTION
16
Functional- based- cars
Reduced- comfort- cars
VW XL1
● 20kW E-powertrain + 35 kW gasoline engine
● 795 kg ( 1753 lbs)
● 21 gCO₂/km ( 259.5 mpg) (5.7 mpg)
Renault Twizy
● 4kW E-powertrain
● 548 kg ( 1208 lbs)
RESEARCH IN MOTION
17
- 2-Cylinder turbocharged Diesel engine (500-600 ccm) – (30-40 kW)
- Start/Stop system
Option 2: Very Light Weight Cars with ICE and 48V Boost Recuperation System (BRS)
- Car weight 500-600 kg (Gasoline) 700-800 kg (Diesel)
- 2 or 3-Cylinder turbocharged Diesel or Gasoline engine (500-600 ccm) – (40-50 kW)
- 48Volt / 10 kW E-Motor: Boosting, Recuperation, Start/Stop, Coasting (Sailing)
- Car prices range from 10000 to 14000 €
RESEARCH IN MOTION
18
Source: Bosch
RESEARCH IN MOTION
19
Drivetrain Concepts for 48 Volt Hybrid Electric Systems
Transmission
12V
IC-Engine
DC
Belt driven E-Motor
(Starter/Generator)
DC
48 Volt Battery
E-Motor
(Generator)
Clutch
IC-Engine
Transmission
12V
DC
Belt driven
Starter
DC
48 Volt Battery
RESEARCH IN MOTION
20
48V/10kW Hybridization
20
required power [kW] /
electric power [kW]
Vehicle parameter:
Golf- class
mVehicle= 1300 kg
cw*A = 0,594 m²
fr= 0,013
Switch from
electric drive
to gasoline drive
Trend
15
10
5
0
10
20
30
40
50
60
70
Vehicle speed [km/h]
driving resistance [kW]
80
90
installed electric power [kW]
RESEARCH IN MOTION
21
- Start/Stop system
- 48Volt / 10 kW E-Motor: Boosting, Recuperation, Start/Stop, Coasting
Option 3: Battery Electric Cars with or w/o Range Extender (REX)
- City car (driving distance 150 to 200 km)
- Range extender: 2-Cylinder Gasoline engine (20-25 kW), serial hybrid architecture
- Car prices range from 20000 € to 30000 € (estimation for 2025!)
RESEARCH IN MOTION
22
BMW i3
Prices start at 35000 € (realistic: 46000 €)
Power: 125 kW
Battery: Li-Ion 18.8 kWh
Driving Range: 130 – 160 km (170 km NEDC)
Energy consumption: 12.9 kWh/100 km
Charging time (80%): 3-6 hours (wallbox)
Charging time (80%): 6-8 hours (220 Volt AC)
REX: 25 kW (gasoline tank capacity: 10 l)
RESEARCH IN MOTION
23
Driving Range of a BEV as a function of its energy consumers
Driving Range
200 km (124 mi)
150 km (93 mi)
100 km (62 mi)
50 km (31 mi)
0 km (0 mi)
Pure
Driving
Drive Light
Drive Light
Whipper
Drive Light
Whipper
Seat Heating
Air Condition
Heating
+40 °C
-10 °C
Consumption: 3 kW Consumption: 6 kW
Pure Driving:
● Weight
● ø Engine performance
● ø Speed
1000 kg (2205 lbs)
45 kW
33,6 km/h (22.9 mph)
● Battery drain pure Driving
13.8 kWh per 62mi
● Battery capacity
30kWh
● Aerodynamic drag coeff.
0.71
Source
RESEARCH IN MOTION
24
Pure BEV
Standardized Plug: max. 43.5kW
● Tesla (55kWh)
> 85 min charging time
● eMini (30kWh)
> 45 min charging time
● 50 L (13.2 U.S.liq.gal.) Gasoline (443kWh)
> 11 hours charging time
„Charging Power“ fueling with Gasoline:
18 MW (35 Liter/min (9.2 U.S. liq.gal. per min))
(Diesel / CNG comparable!)
RESEARCH IN MOTION
25
Pure BEV
Typical Highway Gas Station:
ca. 15 parallel taps
● Energy per min and per pump
for diesel and gasoline: ca. 18 MW
(connected power: 270 MW!!!)
● standing time ca. 5-max. 10min
Charging station Highway assuming
an equal through-put of cars:
● Charging power: 120 kW DC / charging station
● Load energy (300km driving range assumend)
18 kWh / 100km (120 km/h) and 90% charging
Needed energy: 60 kWh
● Charging time: ca. 30 min
i.e. the number of charging stations must be
3 to 6 times higher as with a gas station:
● Needed charging stations: 45 – 90
(43 kW AC charging power: 135 – 180!)
● Needed connected power 10 MW - 15 MW
RESEARCH IN MOTION
26
Pure BEV
Charging situation
in a typical German urban area..
RESEARCH IN MOTION
27
RESEARCH IN MOTION
28
Stucking in an endless traffic jam in the
night on the Autobahn with falling snow is
not a preferred situation for a pure battery
electric powered vehicle…
Therefore a range extender (REX) seems
to be mandatory…
RESEARCH IN MOTION
29
Pure BEV
In German Cities most
public transport is
„electric“!
RESEARCH IN MOTION
30
- Start/Stop system
- 48Volt / 10 kW E-Motor: Boosting, Recuperation, Start/Stop, Coasting
Option 3: Battery Electric Cars with or w/o Range Extender (REX)
- City car (pure electric driving range 150 to 200 km)
- Range extender: 2-Cylinder Gasoline engine (20-25 kW), serial hybrid architecture
Option 4: Plug-In Hybrids with Gasoline or Diesel engines
- All vehicle segments
- All engine power ranges – All fuels: Gasoline, Natural Gas and Diesel
- Pure electric driving range (depend. on the engine‘s fuel consumption. Typical ~ 25 km)
- Additional price to a todays car with pure ICE: +10000 - +20000 €
RESEARCH IN MOTION
31
How to calculate the CO₂ consumtion of a Plug-In Hybrid vehicle
… due to EU-Legislation:
RESEARCH IN MOTION
32
Determination of ALL mass emission during NEDC for OVC HEV:
For comparability, the weighted values shall be calculated as below
OVC: Off Vehicle Charging
Mi = (Dovc ∙ M1i + Dav ∙ M2i) / (Dovc + Dav)
where:
Mi = Mass emission of the pollutant i in grams per kilometer.
M1i = Average mass emission of the pollutant i in grams per kilometer with a fully charged
electrical energy/power storage device calculated in paragraph 3.2.2.7.
M2i = Average mass emission of the pollutant i in grams per kilometer with an electrical
energy/power storage device in minimum state of charge (maximum discharge of
capacity) calculated in paragraph 3.2.3.5.
Dovc = OVC range according to the procedure described in Regulation No. 101, Annex 9.
Dav = 25km (average distance between two battery recharges).
Cycle used 2+n times:
1 x with a fully charged electrical energy storage device (M1)
1 x with an electrical energy storage device in minimum state of charge (M2)
n x with a fully charged battery until a speed of 50 km/h cannot be reached anymore
unless starting the fuel engine (DOVC)
RESEARCH IN MOTION
33
Determination of ALL mass emission during NEDC for OVC HEV:
For comparability, the weighted values shall be calculated as below
OVC: Off Vehicle Charging
Mi = (Dovc ∙ M1i + Dav ∙ M2i) / (Dovc + Dav)
where:
Mi = Mass emission of the pollutant i in grams per kilometer.
M1i = Average mass emission of the pollutant i in grams per kilometer with a fully charged
ICE _calculated
CO2 _inEmission
electrical energy/power storage device
paragraph 3.2.2.7.
CO
_
Emission

M2i = 2Average mass emission of the pollutant i in grams per kilometer with an electrical
1  Driving _ range _ electric [km] / 25
energy/power storage device in minimum state of charge (maximum discharge of
capacity) calculated in paragraph 3.2.3.5.
Dovc = OVC range according to the procedure described in Regulation No. 101, Annex 9.
Dav = 25km (average distance between two battery recharges).
Cycle used 2+n times:
1 x with a fully charged electrical energy storage device (M1)
1 x with an electrical energy storage device in minimum state of charge (M2)
n x with a fully charged battery until a speed of 50 km/h cannot be reached anymore
unless starting the fuel engine (DOVC)
RESEARCH IN MOTION
34
CO2-emission as a function of vehicles electric range De
for different initial CO2-emission M1 in ICE mode:
300
18.0
11 km = distance NEDC
250
27.5
36.5
54.5
CO2 emission [g/km]
22.0
For
range ofdistance
25 km all
25
kman
= electrical
assumed average
between
two battery
recharges
initial emissions
are
cut in half !!!
200
150
300
100
initial CO₂-emission M₁ [g/km] for power storage
Device in minimum state of charge
250
200
109.0
50
150
100
∞
0
50
0
20
40
60
80
100
120
140
160
180
200
vehicleselectric
electricrange
range D
Dee [km]
vehicle's
0
12.5 25.0 37.5
50
62.0 74.5 87.0 99.5 112.0 124.5
vehicles electric range De [mi]
RESEARCH IN MOTION
35
Porsche 918 Spyder
Three electric motors, two front-mounted one at the rear axle
Overall power of the electric motors 160kW (218PS)
Seven-speed direct shift gearbox
Max. engine speed 9200/min
V8 mid-mounted engine
Power 367 kW (500PS)
Weight 1490 kg
All-wheel drive
0–100 km/h in 3,2 s
Top speed 320 km/h (200 mph)
CO2-Emission 70 g/km
Lithium-Ion-battery 5,1 kWh
Operating range e-drive max.25 km (15.5 mi)
Fuel consumption (EU-Mix) 3,0 l Supreme Gas
RESEARCH IN MOTION
36
How to reach 70 g/km (78 mpg):
RESEARCH IN MOTION
37
Efficiency
Fuel Cell
CellVehicle
Vehicle
EfficiencyComparison:
Comparison: Battery
Battery Electric
Electric Vehicle
Vehicle - Fuel
Efficiency:
Complete Vehicle (incl. Recuperation & Onboard Power Supply): 65.3%
90.0%
95.0%
80.0%
153% Battery 145% Battery 125% E - Motor
(Discharge)
(Charge)
100%
OPS
OPS
H2 - Extraction
Electrolysis
597%
Com- 304%
pression
52.1%
Fuel
Cell
Bat. (Charge)
153%
Bat. (Disc.)
E-Motor
100%
Required Energy for
NEDC per 100 km (Touran)
Electric Power
Fuel Cell
Vehicle
Electric
Vehicle
Efficiency:
Complete Vehicle (incl. Recup. & OPS): 34.3%
Source: Volkswagen AG
RESEARCH IN MOTION
38
F-Cell Electric
extraction
distribution
gasoline
engine
E-engine
electrolysis
distribution
Fuel-cell
charge and
Battery
E-engine
gasoline engine
An optimal
Gasoline Hybrid
comes close!!!
F-cell Electric
● Environmentally friendly
● Relatively poor efficiency
● No infrastructure exists
distribution
BEV
RESEARCH IN MOTION
39
How to reach 70 g/km (78 mpg):
RESEARCH IN MOTION
40
Replacement of natural gas by renewable power storage
Biomass
Geotherm.
Hydro
Wind
Solar
Load
Energy scenario of the
German Govt. for 2050
„Demand“
Month
Source: Sterner, M.; et. al.: Renewable (power to ) methane, Fraunhofer IWES, Germany
RESEARCH IN MOTION
41
Pumped storage hydro power plant, batteries:
Source: Otten, R.: Audi e-gas-Projekt, Conference: Gas Powered Vehicles, Stuttgart. 2011
RESEARCH IN MOTION
42
CHP,
Turbines
Gas storage
Electrolysis
H₂- Tank
Methanation
„Wind Methane“
„Solar Methane“
CO₂-Tank
RESEARCH IN MOTION
43
– Efficiency
60-65% SNG
35-40% Power
50-60% Combined
heat power
Vs.0% due to
power cut off/
power curtailment
BEV: 36% * 0.65 = 23.4% Efficiency W2W
CNG HEV: 60% * 0.25 = 15% Efficiency W2W
RESEARCH IN MOTION
44
Audi e-gas facility Werlte
Electrolysis
Current
supply
Methanization
plant
Capacity: 6 MW
Amine wash
Gas feeding
Source: blog.audi.de
RESEARCH IN MOTION
45
– Conclusion
SNG generation permits seasonal storage of renewable energy
The SNG concept can serve an energy balance to stabilize the
electricity grid
SNG can be produced through various forms of renewable energy
(biomass – the “carbon-source”, wind/solar electricity, etc.).
SNG generation from CO2 and H2 is, unlike Bio-SNG, not subject to
surface limitation for biomass cultivation
(“food or fuel”-problem)
The SNG concept represents the idea of future mobility with renewable
fuels (ethanol, rape oil) of renewable energy sources.
RESEARCH IN MOTION
46
A3 sportback g-tron
CO₂ -emissions (consumption)
Engine/gearshift/chassis
● Engine:
● Mileage CNG:
4 Cyl., Turbo Charged > 80 kW
59 mpg Gasoline equivalent
● Range CNG:
> 248,5 mi
● Top speed
> 122 mph
● 100% NG
92 g/km (59mpg)
● 75% NG 25% SNG
70g/km (78mpg)
Dates
● SOP:
Since Fall 2013
● Price
≥ 25.900 € (≈ 33,700 $)
RESEARCH IN MOTION
47
Replacement of Natural Gas by Biogas or SNG
Audi A3
sportback g-tron
92 gCO2/km
70
Mercedes
B200 NGT
119 gCO2/km
VW eco Up!
79 gCO2/km
RESEARCH IN MOTION
48
Conclusion
● Pure ICE powered cars:
 ultra light weight, reduced comfort, cheapest solution
only Diesel seems to be possible
● Micro/Mild Hybrid: ICE+48 Volt Hybridization
 light weight, cost effective solution, Gasoline possible
●Gas (NG+SNG+(Micro/Mild Hybrid)):
 economically and ecologically very attractive solution
 for all kind of vehicles, incl. vans and light duty trucks
● Plug-In Hybrids:
 “brutal force” solution for all segments of cars
 relatively expensive
● (Pure) Battery Electric Vehicles:
 only in premium and city car segment
 except premium segment: REX mandatory
 success depends not only on further battery capacity
development, but also on solving the charging problem
RESEARCH IN MOTION
49
Thank you for
your kind
attention!
RESEARCH IN MOTION
50

CO - AutoUni

Transcription

Similar documents

Presentation

Acetaminophen as an Oral Toxicant for Nile Monitor Lizards

Jules et Jim…….