holistic energy analysis of various drivetrain topologies close to … · 2017. 11. 17. · daimler...
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Start // Absatz // Listenebene Holistic Energy Analysis of Various Drivetrain Topologies Close to
Reality
Benedikt Hollweck / Christian Schnapp / Thomas Kachelriess
European GT Conference, Frankfurt am Main, 9th October 2017
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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 2
Agenda
1. What is a well-to-wheel analysis and why do we need realistic boundary conditions
and user behaviour?
2. Methodology for the approach to represent realistic boundary conditions and user
behaviour for a well-to-wheel analysis
3. Drivetrains modelled with GT-SUITE
• Plug-In Hybrid Electric Vehicle (ICE-PHEV)
• Range Extender Electric Vehicle (ICE-REEV)
4. Validation/Results of a previous FCEV simulation model
5. Analysis of power losses due to tire rolling resistance
6. Summary
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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 3
Well-to-Wheel Analysis
A well-to-wheel analysis is the rating of energy consumption and greenhouse gas
emissions arising on the path from the energy source to the wheel.
Evaluation criteria:
Well-to-Tank (WtT) Tank-to-Wheel (TtW)
Well-to-Wheel Analysis (WtW)
Fuel production Vehicle operation
Energy consumption Greenhouse gas emissions
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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 4
WtW-Analysis: CO2- and Energy comparison of EUCAR
reference vehicles 2020+Fuel Cell: High range (> 500 km), short refueling time (3 min), applicable for different vehicle concepts
Battery: Optimal operation in compact cars for the city traffic (200 - 250 km), recharging over night
Electric drivetrains are a real step to reduce energy consumption and GHG-emissions. Using EVs means a significant step forward.
*GHG: Green House Gas
Source:
JEC, Well-to-Wheel report (version 4), 2014
ICE = Internal combustion engine
BEV = Battery electric vehicle
FCV = Fuel cell vehicle
PHFCV = Plug-In hybrid fuel cell vehicle
0 120604020 200180160
25
50
75
100
125
150
FCEV
(Wind-Electricity, Grid, Centr.
Electrolysis, CH2, FCEV)
BEV
(Wind-/PV-/Water-Electricity,
Grid, Battery EV Li-Ion)
PH-FCEV
(Wind-Electricity, Grid, Centr. Electrolysis,
CH2, PlugIn Hybrid-FCEV)
FCEV
(NG 4000km, Centr. ref.,
Road, CH2, FCEV)
BEV
(EU-Electricity-Mix, Grid,
Battery EV Li-Ion)
Gasoline
Hybrid Gasoline
Diesel
Hybrid Diesel
CNG
Hybrid ICEICE
14010080
Battery-EV
Fuel Cell-EV
Energy Consumption Well-to-Wheel [MJ/100km]
GH
G*
Em
issio
ns [
g C
O2e
q/
km
]
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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 5
Reference vehicles Reference vehicles(small, medium, large)
SmallMedium Large
Methodology for the approach to represent realistic
boundary conditions and user behaviour for a WtW-analysis
0
1
2
3
4
5
6
7
8
9
10
0-1 1-2
2-3
3-4
4-5
5-6
6-7
7-8
8-9
9-1
0
10
-11
11
-12
12
-13
13
-14
14
-15
15
-16
16
-17
17
-18
18
-19
19
-20
20
-21
21
-22
22
-23
23
-24
Fre
qu
en
cy i
n %
Cluster 10 – 9 am23,59%Average value:7:061 hour simulation duration
Cluster 29 am – 1 pm23,39%
10:54
Cluster 31 – 4 pm19,82%
14:36
Cluster 44 – 7 pm23,16%
17:18
Cluster 57 – 12 pm10,05%
20:36
Starting time in h
Starting times (MiD)
Data of the study:
„Mobilität in Deutschland“ (MiD 2008)
GT-SUITE vehicle simulation model
Weighting factors of
the study “Mobilität
in Deutschland”
Results:
Realistic energy
consumption for a
typical German driver
4*5 climate clusters for Germany
Evaluation by track type
and track length
Results:
Realistic energy
consumption of a
specific user
Specific daytime,
track type and track
length
3 Artemis driving cycles User behaviour(Track-type, traffic
flow, typical driver)
Climate
boundary conditions
and start conditions
Fre
qu
en
cy
Driving distance
Driving performance (MiD)
Source: B. Hollweck, et. al., Energy analyses of fuel cell electric vehicles (FCEVs) under
European weather conditions and various driving behaviours, 6th European PEFC and
Electrolyser Forum, Luzern 2017
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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 6
Methodology – Modular vehicle simulation with GT-SUITE
Thermal management:
Drivetrain BEV
Drivetrain ATS FCPHEV
Drivetrain ATS FCEV
Drivetrain ATS PHEV
Drivetrain ATS HEV
Drivetrain ATS ICE
gasoline
Drivetrain ATS ICE diesel
Drivetrain:
• BEV
• FC-PHEV / FC-RE
• FCEV
• PHEV / REEV
• ICE gasoline
• ICE diesel
• HEV
Vehicle cabin:
Vehicle cabin small
Vehicle cabin medium
Vehicle cabin large
Vehicle architecture :
• Reference vehicle small
• Reference vehicle medium
• Reference vehicle large
• Driving cycle NEDC
• Driving cycle WLTP
• 3 x Driving cycles user
behaviour
Source: B. Hollweck, et. al., Energy analyses of fuel cell electric vehicles (FCEVs) under
European weather conditions and various driving behaviours, 6th European PEFC and
Electrolyser Forum, Luzern 2017
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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 8
Simulation model – ICE Range Extender Electric Vehicle (ICE-REEV)
RE-module
Battery
Electric motor
Fuel tank
Combustion engine Generator
3
12
1 ICE Off
2 ICE LPM
3 ICE Alone
4
4 Recuperation
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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 9
Validation/Results of a previous FCEV simulation model
Characteristic Original NEDC
energy consumption JEC FCEV 2010 [1]
Simulated NEDC energy consumption
JEC FCEV 2010
Original NEDC energy consumption JEC FCEV 2020 [1]
Simulated NEDC energy consumption
JEC FCEV 2020
H2 consumption
[kgH2/100km] 0,624 0,634 0,448 0,434
[1] HUSS, A., HASS, H., MAAS, H., TANK-TO-WHEELS Report Version 4.0, JRC
Technical Reports, European Commission, 2013
NEDC Energy consumption:
Cabin heat-up and cool-down:
[2]
[2] Hollweck, B., Moullion, M., Christ, M., Kolls, G., Wind, J., Energy analyses of fuel cell electric vehicles (FCEVs) under
European weather conditions and various driving behaviours, 6th European PEFC and Electrolyser Forum, Luzern 2017
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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 10
Analysis of power losses due to tire rolling resistance
• Tire rolling resistance depends on the velocity and tire shoulder temperature
• Model was validated on stationary points and verified on a four-mass-model which
was validated on stationary and transient measurements
• Model consists of two masses
• Model contains all basic thermal transfers and main geometries
• Model fits our needs best: short calculation time and good accuracy
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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 11
0
-20 20 40
Tem
per
atu
re o
fti
re s
ho
uld
er [
°C]
Ambient temperature [°C]
Temperature of tire shoulder at different ambient temperatures
Measurement data GT tire-model
Analysis of power losses due to tire rolling resistance
Difference of Rolling Resistance Factor due to different tire
shoulder temperature is <5 % in the range from -20 to 40°C.
4-mass-model
at 25 °C
2-mass-GT-model
at 25 °C
2-mass-GT-model
at -20 °C
Total Energy
for rolling resistance
at NEDC
100% 99,9% 148,4%
@ 80km/h and 5.400N normal force 0
0 200 400 600 800 1000 1200
Ro
llin
g re
sist
ance
po
wer
[W
]
Time [s]
Rolling resistance power at NEDC
GT-tire model 25°C 4-mass-model 25°C GT- tire model -20°C
Source: D. Schuring und S. J.F., „Transient Speed and Temperature Effects on Rolling Loss of Passanger
Car Tires,“ SAE Technical Paper, Detroit, 1989.
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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 12
Summary
• The approach of a Well-to-Wheel analysis was introduced and the need to compare
different drivetrain topologies under realistic boundary conditions and user behaviour
was explained.
• A methodology to represent realistic boundary conditions and user behaviour for a
Well-to-Wheel Analysis was presented.
• The simulation models of a Plug-In Hybrid Electric Vehicle and a Range Extender
Electric Vehicle were shown and explained.
• Validation for energy consumption during NEDC and cabin heat-up for a FC-BEV was
shown
• Simulation model for power losses due to tire rolling resistance was explained and
results compared
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Thank you for your attention!