Austrian Association for

Alternative Propulsion Systems (A3PS)

Task 17System Optimization and Vehicle Integration

Final Presentation

4-6, November, 2015

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Table of contents

Introduction

Task 17

Initial Position

Definition

Member Countries

Scope & Impacts

Working Methods

Final Report

Results

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Global megatrends strongly influence

the future of our mobility

Urbanization Demographic changeClimate change

Sustainable

power source

Spend less

energy

From A to B

hassle free

Use

intermodality

Safely

mobility of

elderly people

“Zero emission”

by EV

“Intelligent mobility”through, telematics & Smart Grids

“Zero accidents”

by stability control and

predictive ADAS systems

Will lead to new kind of mobility concepts

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Global megatrends strongly influence

the future of our mobility

Focus on efficient transport and zero impact on the environment

Advanced driver assistance systems & autonomous driving will be

required

Environment, Smog, CO2

CongestionParking

Demographic

change“Demographic mind

change” &Digital lifestyle of the

younger generation

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The future of our mobility requires xEVs

Connectivity

Automated

Driving

Alternative Fuels

Light-

weighting

Shared Mobility

Fuel Cell

Shift to Asia

Digital

Experience

ICE

Advancements

New Retail

xEVs (BEVs, HEVs, PHEVs, FCEVs,…)

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Task 17 - Initial position

Market introduction & hurdles of xEVs

Sales numbers are far behind expectations

The difficulties are often focused on:

• battery performance

• charging time

• costs and

• missing charging infrastructure

Other aspects are less considered

Integration & configuration of components

reduction of vehicle costs enlargement of customer acceptance

Image courtesy of Renault and Wiener Linien

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Task 17 - Definition & Members

Idea: to start a technically oriented Task, focusing on the topics which

haven’t been considered so far (2010)

Task 17: System Optimization and Vehicle Integration for

Enhanced Overall Vehicle Performance

Analyzes technology options for the optimization of EV components

and drive train configurations which will enhance the vehicle energy

efficiency performance

Member countries:

Austria, Germany,

Switzerland, United States.

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Task 17 - Scope & Impacts

Task 17:

OEMs-review of different strategies/technologies for xEVs

Analysis of existing component technologies (potential)

Overview/analysis of different simulation tools (design

considerations)

Improvements in energy efficiency, operational safety, durability

Integration and control of software solutions

Reductions in weight, volume, cost

Drive train configurations

Image courtesy of Renault

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Task 17 - Working Methods

Working methods basically included:

Questionnaires & Personal interviews

Foresight analyses of future options and opportunities

Simulation of different component configurations

International networking and Information exchange

Dissemination of results of participating countries

Technology assessment report

Workshops

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Task 17 – Workshops (2010-2015)

Output: Several topics for System Optimization

3 Operating Agents

84 Speakers& 131

Participants9 Workshops @

7 Locations

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Task 17 - Workshops - Speakers

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Task 17 - Workshops - Topics

Performance Assessment

E-Motors and Batteries

Simulation Tools

Thermal/ Battery Management

Lightweight Concepts and Materials

E/E-Architecture and Power Electronic

Drive Train Technologies

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Task 17 - Results - Final Report

Cover: www.creativequantumjumps.com

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Task 17 - Final Report

Introduction and Development of xEVs

OEM and Industry Review

Markets

Strategies

Current technologies

Comparison of different

vehicle specifications

(cost, durability, energy,

power density, etc.)

International Deployment & Demonstration Projects

Incentives

International demonstration projects

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Task 17 - Final Report

Advanced Vehicle Performance Assessment

Vehicle technologies (HEV, PHEV, BEV)

HEV - results

Fuel economy results

Engine On-Off capability

Engine utilization

Regen

Improvement by thermal management

EV - operation comparison

Configuration & operational differences

Battery utilization & recharge efficiencies

Electric powertrain efficiency comparisons

Auxiliary loads (HEV, PHEV, BEV)

Standby auxiliary losses

Hot & cold temperatures

Future trends Image courtesy of ANL

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Task 17 - Final Report

System Optimization and Vehicle Integration

E-motors

PM - motors

Induction - motors

SR - motors

Battery management systems

Definition & description

Determination algorithms (SoC and SoH)

Integration of BMS into an EV

Examples of integrated BMS into an EV

Technology Trends

BatPaC: A Li-ion battery performance &

and cost model for EVs

Selection of BMS suppliers & manufacturers

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Task 17 - Final Report

System Optimization and Vehicle Integration

Thermal management

Heating technologies

Automotive thermal comfort by Valeo

Nanofluids for cooling by ANL

EKo-Lack: simulation & measurement

of an energy efficient infrared radiation

heating of a BEV

Simulation tools –

overview of International Research Groups

Definition & description

CRUISE - Vehicle System Simulation (by AVL)

Autonomie (by ANL)

Dymola/Modelica (by AIT)

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Task 17 - Final Report

System Optimization and Vehicle Integration

Lightweight

Vehicle mass impact on efficiency & fuel economy (by ANL)

Functional & innovative lightweight

Simulation

Materials

Bionic

Functional Integration

Power Electronics & Drive Train Technologies

Reasons for an increasing amount of software & electronics

Electrified drive trains leads to increasing complexity

Benefits through optimized power electronics & drive train technologies

Image courtesy of GF and

Fraunhofer

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Task 17 - Results (2010-2015)

Task 17 output:

lightening the car, improving the ECU,

optimizing of thermal management solutions as well as

improvement of the battery management system

enhances the overall performance of an xEV.

Worldwide nearly 900,000 BEVs & PHEVs

Estimation: 1 Mio. till the end of 2015

Predictions: EV market will reach 8% of total car sales by 2020 2.5 Mio. BEVs

3.1 Mio. PHEVs

6.5 Mio. HEVs

(Source: Bosch, 2015)

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Task 17 - Results (2010-2015)

Batteries

A lot of progress in the field of electrochemical storage devices and FCEVs

During the last decade costs have been falling rapidly and are expected

to continue doing so for the next (10) years (Source: CEA)

The battery’s durability is already expected to be sufficient for automotive

use, giving ten years calendar life and 150,000 mi. (Source: CEA)

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Task 17 - Results (2010-2015)

Thermal & Battery Management

Standby losses were highly varied

among the vehicles: Volt & Sonata

losses were similarly three times

higher than those of the Prius

Generally increased speeds and

accelerations/ aggressive driving

translate to higher energy

consumption (except for the

conventional one)

Highly efficient vehicles can offer very

high fuel efficiency, but these benefits

rapidly deteriorate in hot and cold

conditions

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Task 17 - Results (2010-2015)

Thermal and Battery Management

Running the heater off battery

energy in electric-only mode of

either a PHEV or BEV can double

the consumption rate (reducing the

range to one-half)

Cold start energy consumption is

larger than the hot start energy

consumption (BEV)

Largest energy consumption

increase for an EV occurs at -7°C

(20°F) and for a conventional one

at 35°C (95°F)

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Task 17 - Results (2010-2015)

Simulation Tools

xEVs increasing complexity of vehicles

building hardware is expensive

Greater emphasis has to be placed on

modeling and simulation (reduce costs &

improve time to market)

Need for expertise to perform the required

sophisticated simulations and calculations

Predicted future driving information like

route based energy management (deterministic

& stochastic information) will play a key role

The work on Task 17 pointed out, that the

demand for companies, focusing on simulation

tools for EVs, is still increasing

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Task 17 - Results (2010-2015)

Lightweight (Leaf (2011), Fusion Hybrid (2012), Fusion ICE V6 (2012))

Dynamometer study by ANL

General rule of thumb: for every 10% reduction in

vehicle weight the fuel consumption of vehicles is

reduced by 5-7%

The light weighting benefits on fuel/energy

consumption depends on the driving type

City type driving & aggressive type driving light

weighting any vehicle type will reduce the

energy/fuel consumption

Highway type driving light weighting vehicles

doesn’t significantly reduce the energy/fuel

consumption

Image courtesy of ANL

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Task 17 - Results (2010-2015)

Output: lighter vehicles require less

power on average to complete a

driven cycle the load demand on

the powertrain is lower lower

powertrain efficiency

Energy savings on the highway

cycle are relatively low

Better tire technology, aerodynamics,…

would significantly reduce the energy

consumption

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Task 17 - Results (2010-2015)

The largest

proportional energy

change occurred in the

city/ aggressive-type

driving

(vehicle mass has a direct

impact on the inertia

energy required to move

the vehicle forward)

In the absolute energy or fuel savings graphs, lightweight conventional

vehicles provide the largest fuel savings per mass saved, because the

conventional vehicles have the lowest vehicle efficiency

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Task 17 - Results (2010-2015)

Lightweight

Chassis dynamometer testing of fuel- or

electrical energy consumption showed that

in city-type driving, a 10% mass reduction

can result in a 3 to 4% energy consumption

reduction for the conventional ICE engine,

HEVs, and BEVs

Bionic concepts: reduces development time,

minimizes development costs, identifies new

light weight solutions, finds efficient

concepts in product development

New materials: sandwich materials

(combination of different materials to

improve the total abilities)

Image courtesy of Airex, 4a Manufacturing and AWI

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Task 17 - Results (2010-2015)

Lightweight

Functional integration:

will play a major role in future vehicles

(reduce the amount of total parts)

Functional integration: reduces weight,

helps to improve the driving abilities

and leads to a fundamental technology

turnaround

Don’t forget about LCA!Image courtesy of Fraunhofer & DLR

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Task 17 - Results (2010-2015)

Power Electronics & Drive Train Technologies

Automotive industry: traditionally mechanical but

the amount of software & electronics is increasing

rapidly challenge

Customer demands for ADAS, connectivity, trend

towards autonomous driving systems are

becoming increasingly complex

xEVs present unique challenges

Today: conventional vehicle:

20-35% content of IT; E/-E-Architecture

In xEVs, this share will increase to up to 70%

(70 main controllers/ more 13,000 electronic

devices)

Image courtesy of BMW

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Task 17 - Results (2010-2015)

Power Electronics & Drive Train Technologies

Future: every second Euro/Dollar will be spend on the production for

electronics (Source: CEA)

Currently, the share of electronic components to the manufacturing cost is

around 30%, by 2017 it will grow to 35% and will still increase to 50% in

2030 (Source: Bosch)

Image courtesy of Renault

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Task 17 - Results (2010-2015)

Power Electronics & Drive Train

Technologies

Fields of importance:

modular drive train topologies

to increase the chances for a

market breakthrough of xEVs by

providing a better opportunity for

high production volumes

layered, flexible & scalable

architecture to enable different

system aspects (e.g. uniform

communication, scalable/flexible

modules)

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Task 17 - Results (2010-2015)

Change within the Automotive Value Chain

E-mobility massive changes along the

automotive sector’s entire value chain

Impact of all areas

Traditionally: the ICE was almost the

component with the highest value within

the value chain

Future: xEVs components (ICE, clutch,

exhaust system, etc. won’t be needed

any more new and additional

components

(power electronics, e-motor, software,…)

will be necessary

Power electronic unit & e-motor will be on the top of the hierarchy

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Task 17 - Results (2010-2015)

Further hybridization/ electrification is inevitable in order to reach the global

consumption requirements: EU: 95 gCO2/km (4.1 l/100 km petrol || 3.6 l/100 km diesel)

ICE: further fuel savings are still possible (diesel: 10% / petrol up to 20%).

SUVs & heavy vehicles won’t reach the 95 gCO2/km limits though (Source: Borsch)

xEVs don’t mean the “end of the ICE” but xEVs will sooner or later dominate

Austrian Association for

Alternative Propulsion Systems (A3PS)

Thank you for your attention!

Questions?