action to education, research and innovation

Transcription

1 E-mobility at Politecnico: otec coa coordinated support action to education, research and innovation Dr. Daniela MISUL, Prof. Ezio SPESSASS

2 Increased efficiency and energy-source switching World transport-related CO2 emission abatement (Source: IEA) The largest contributor to emission savings is increasing end-use efficiency. However, the share of abatement achieved through efficiency falls over the period, because a large proportion of the possible efficiency gains are deployed before 2020, limiting iti the additional abatement t that t can be achieved from this source thereafter. Fuel and energy source switching, is responsible for more than 40% of abatement in the transport sector by 2035.

3 What is the transformation required by road transport? World transport-related fuel consumption (IEA 450 Scenario 450S) The increasing use of electricity in the transport sector as a whole is largely a result of electrification in road transport, which accounts for almost 90% of the increase in electricity demand. Vehicle sales by 2035 By 2035, about 70% of PLDV sales are advanced vehicles (electric cars, hybrids and plug-in hybrids). Almost 60% of vehicles sold still primarily use internal combustion engines, but either in hybrid vehicles or in highly-efficient flex-fuelfuel vehicles.

4 What is the transformation required by road transport? Sales of electric and plug-in hybrid vehicles (IEA 450S) and CO 2 intensity in the power sector Driven by the adoption of a CO 2 cap-and-trade and system in the power sector, and the resulting price of CO 2 levels, average emissions per kwh of electricity are substantially reduced, thus increasing the amount of carbon saved through the adoption of electric cars and decreasing the marginal costs of abatement. t With increasing decarbonisation, well-to-wheels emissions from electric cars are significantly lower than those from vehicles using oil-based transportation fuels.

5 What is the impact on EU society? The road transport sector employs more than 9% of the entire EU workforce, generating a turnover that amounts to 20% of the European Union s Gross Domestic Product (GDP). Road transport supplies the majority of mobility services demanded by Europe s citizens and businesses and will continue to do so in the foreseeable future. It is also responsible for more than 40% of inland freight transport and, as such, plays a critical role in the success of all European industrial and commercial activities. Within the 2030 time horizon, many analysis estimate that the volume of European passenger and freight transport activity can be expected to increase between 40 to 50% compared to today.

6 Road Transport Electrification In 2030 global the agreements on trade, energy/resources, climate change and environment will have established an overarching framework of objectives for the European Union to be met over time. This framework will be translated into specific sectoral policies to change the road transport. As road transport faces an increasing number of challenges, the development of new technologies will be key to providing appropriate solutions. The development of new, alternative powertrains will be a primary consideration and alternative/new fuel types, including electricity generation and supply systems, will be required. Thus, the electrification of road transport is probably the biggest challenge and entails significant costs. The marginal cost of CO 2 abatement in the PLDV segment of road transport ranges from $95 per tonne of CO 2 in the United States, to $180 in the European Union, and up to values well in excess of $200 per tonne of CO 2 in Japan.

7 Road Transport Electrification: How? Major breakthrough in energy storage and charging. Battery cost and weight are the main expected limiting factors; precious metals (Lithium) will drive recycling and development of alternative technologies Efficient energy management of on-board electric and thermal machines in HEV architectures Optimized technologies for ICEs/motor used in HEV applications Technologies for energy harvesting (from brake, suspensions, waste heat ) New standards on vehicle dimensions and weight ICT in vehicle operations and traffic management Use of new lightweight materials in vehicle design New standards on safety and security Infrastructure (including improvement of the electric grid and increasing contribution from renewable energy sources). Co-modality Human factors: driving habits,

8 Road Transport Electrification: Urban areas New types of vehicle will emerge, e.g. dedicated city cars designed purely for local, short-distance travel New business models (e.g., co-sharing of vehicles, ) to promote smarter logistic regimes Greater efficiency will be required in the area of infrastructure, vehicle, load carriers and communication. The areas will need to be efficiently linked, and emphasis will be placed on co-modal and intermodal transport solutions. Hybrid and plug-in electric system for public transport and waste collection vehicles

9 Road Transport Electrification: Urban areas Means of transport (automotive, ti underground, buses, ) Sustainable cities Sustainable mobility Mobility Infrastructure Citizens E-mobility City planning

10 Road Transport Electrification: long-distance freight transport Fuel-cell based APU (Auxiliary power units) for backup source of electric power (for emergency and safety systems, auxiliary system during hotel mode, idling reduction of the main ICE, ) Fully fuel-cell driven trucks? Depends on: energy capacity and cost of the fuel cell system; Supporting infrastructure Not likely to be introduced before Electric Heavy-Duty vehicles without on-board capabilities of electric storage: they will draw electric power from trolley lines, tracks in the road, or other similar arrangements. High-levels of investment High degree of standardization throughout state members Interconnection between long-distance (longer trucks) and urban transport (smaller units) has to be handled at specific terminals and interfaces

11 New EU project within European Green Cars Initiative in Seventh Framework program JobVehElec Raising awareness of Job opportunities in Vehicle Electrification JobVehElec GA No

12 JobVehElec Job Opportunities for Vehicle Electrification Seventh Framework Program (FP7) call on Sustainable Surface Transport (FP7-SST RED-1) Raising awareness of potential job opportunities related to the electrification of road transport Specific attention to engineers and technicians of tomorrow JobVehElec GA No

13 JobVehElec Summary Budget EU contribution Duration 36 months starting 2010/01/01 Coordination and Support Actions (CSA) Fivepartner universities Advisory Board of ten electrification industry actors JobVehElec GA No

14 JobVehElec Partners Thyssen Krupp EDF Volvo Tech Trianel AVL CRF Daimler Warsaw TU Toyota Europe JobVehElec GA No

15 JobVehElec Purpose Transition to E- Mobility New approach to vehicle development New approach to vehicle manufacture New role of comodality and infrastructure JobVehElec GA No

16 JobVehElec Added Value Electric drive train technologies Energy storage systems Fields targeted by JobVehElec Safety technologies System integration Electric road transport system integration Grid integration JobVehElec GA No

17 JobVehElec Target Groups JobVehElec GA No

18 JobVehElec Objectives Objectives Encourage young people to seek for high skilled jobs in sectors related to road transport electrification Evaluate and demonstrate the potential to create and maintain jobs in these sectors Communicate and stimulate targeted young people to seek these jobs JobVehElec GA No

19 JobVehElec Coordination and Support tactions JobVehElec GA No

20 JobVehElec: The Role of Politecnico Politecnico leads WP3 Awareness stimulation events Goals raising awareness of future job opportunities in road transport electrification and educational paths to reach these jobs Actions organisation of road show organization of electrification conference sessions presence at automotive and student fairs and expositions organisation of job/career days and dissemination events JobVehElec GA No

21 Road Show Awareness stimulation events Year 1 Year 2 Year Road show Create the event structure Demonstration phase M0 M2 M4 M6 M8 M10 M12 M14 M16 M18 M20 M22 M24 M26 M28 M30 M32 M34 M36 Target group: High school students (preferably from technical or natural sciences) Half-day-events, visiting schools, demonstrating a rented electric vehicle, raising awareness and attract the students to the field of electro mobility. JobVehElec GA No

22 Awareness stimulation events Electrification conference sessions Year 1 Year 2 Year Electrification i conference sessions Create the event structure Demonstration phase M0 M2 M4 M6 M8 M10 M12 M14 M16 M18 M20 M22 M24 M26 M28 M30 M32 M34 M36 Target group: High school students, University students (MSc, PhD) and Professionals and experts within the transport sector. Demonstration phase: SAE Congress 2011 (Naples, Italy) ASME Congress 2012 (Torino, Italy) Transport Research Arena Conference TRA2012 JobVehElec GA No

23 Awareness stimulation events Fairs, Exposition, Job & Career Days,... Year 1 Year 2 Year Fairs, exposition, jobs & career days, divulgation events Create the event structure Demonstation phase M0 M2 M4 M6 M8 M10 M12 M14 M16 M18 M20 M22 M24 M26 M28 M30 M32 M34 M36 Target group: Multilevel Together with industrial Advisory Board arrange workshops on Vehicle Electrification Roadmap at road transport expositions and student fairs. JobVehElec GA No

24 Energy-efficient egye ce management age e of a parallel-a hybrid diesel powertrain Prof. Andrea E. CATANIA, Prof. Ezio SPESSASS

25 BAS with Diesel ICE stop&start torque boost regenerative braking battery recharge strategy by moving engine operating point at higher loads BAS electric motor EM BAS System Inverter 12 V Battery AC Power DC Power Conventional Starter (cold cranking) BAS based architecture

26 BAS with Diesel ICE Experimental facilities High-Dynamic Test Rig AVL APA 100 AC dynamometer: nominal torque and power: 525 Nm and 220 kw. It allows simulation of zero torque and of gear shifting oscillations in the drivetrain PUMA Open automation system + ISAC 400 software for the simulation i of vehicle. It allows simulation of road load, road gradient and moments of inertia of the driveline components and driver behavior Pierburg AVL AMA 4000 raw exhaust-gas analyzer AVL Bag Mini Diluter (BMD) 150 and AVL SPC472 Smart Sampler

27 BAS with Diesel ICE Simulation tools Battery SOC limitations Battery temperature limitations P brake MGU [kw W] SOC Target Window P brake MGU [kw W] ,3 0,35 0,4 0,45 0,5 0,55 0,6 0,65 0, Battery SOC [ ] Battery temperature [K]

28 BAS with Diesel ICE New European Driving Cycle (NEDC) NEDC Vehicle speed [km/h] and gear number [ ] Time [s]

29 BAS with Diesel ICE Fuel consumption No-Hybrid STST 34 STST STST 1234 Mild-hybrid Strong-hybrid 100 FC [%] ECE-1 ECE-2 ECE-3 ECE-4 EUDC NEDC STST: -2 4% FC (depending on ECE from which STST is enabled) BAS: -10% FC In addition: BAS enables ICE downsizing and downspeeding

30 BAS with Diesel ICE NEDC Hybrid Optimization Strategy MOTOR OUT STOP&START IN REGENERATIVE BRAKING GENERATOR UNIT OUT ICE LOAD DOWN (SOC control) TARGET: use the energy recovered from braking (and stored in the battery) in the most efficient i way to reduce FC

31 BAS with Diesel ICE Real-life driving cycle 160 Frankfurt Vehicle speed [km/h] Time [s]

32 BAS with Diesel ICE Real-life driving cycle Hybrid Optimization Strategy OUT STOP&START IN REGENERATIVE BRAKING MOTOR GENERATOR OUT ELECTRIC BOOST IN ICE LOAD UP (SOC control) UNIT OUT ICE LOAD DOWN (SOC control) TARGET: use the energy recovered (and stored in the battery) in order to assure the electric boost when required. Additional energy can used in the most efficient way to reduce FC

33 BAS with Diesel ICE Real-life driving cycle Hybrid Optimization Strategy Frankfurt 1 required brake power [kw] & ICE optimal power [kw] Time [s] Time [s] ICE works above/below OOL depending on operating conditions. ICE op- point could ld b be moved d closer l tto OOL and d energy stored t d in i or ttaken k from f battery b tt

34 BAS with Diesel ICE Real-life driving cycle Hybrid Optimization Strategy 100 Belt to Battery & Battery to Belt efficiency [%] rpm (ICE) 2000 rpm (ICE) 3000 rpm (ICE) P MGU,brake [kw]

35 BAS with Diesel ICE Next steps Effects of BAS (electric boost) on pollutant t emissions i and combustion noise No-Hybrid STST 34 STST STST 1234 Mild-hybrid Strong-hybrid 200 NOx [%] NOx [%] ECE-1 ECE-2 ECE-3 ECE-4 EUDC NEDC 50 ECE-1 ECE-2 ECE-3 ECE-4 EUDC NEDC STST : virtually no effects on NOx BAS : significant NOx reduction (preliminar results) full hybrid : engine recalibration is strongly gyrequired for NOx control

36 BAS with Diesel ICE Next steps Effects of BAS (electric boost) on pollutant emissions and combustion noise Testing of advanced technology contents for ICE: Turbocharger Low T EGR circuit Cooling circuit and water pump NOx aftertreatment

37 Contact persons Prof. Ezio SPESSA Dipartimento di Energetica Politecnico di Torino c.so Duca degli Abruzzi, , Torino (Italy) Tel ; 090 Fax: Ing. Daniela MISUL Tel ; Fax: Prof. Andrea Emilio CATANIA Tel ; Fax: Ing. Stefano d AMBROSIO stefano.dambrosio@polito.it Tel ; Fax: Prof. Antonio MITTICA Ing. Alessandro FERRARI antonio.mittica@polito.it alessandro.ferrari@polito.it Tel ; Fax: Tel ; Fax:

38 Thanks for your attention! Any Question???