Hybrid Systems for Propulsion = Future Road Transport

Transcription

1 Hybrid Systems for Propulsion = Future Road Transport Mats Alaküla Professor, Industrial Electrical Engineering, Lund University Tech Specialist, AB Volvo

2 The purpose with this course To teach Key Technologies that open the door to a new transport system

3 The Course Fö # Exc # Home Assigment # Calender Study Week Week Date Location Contents :15-10:00 E:1406 Introduction to energy supply for transport :15-10:00 E:1406 Veh dynamics, the ideal vehicle :15-12:00 M:E Non ideal - The ICE + Mechanical Transmissions 4 # 1 out :15-15:00 M:E Simulation and Home Assignment 1 preparation :15-10:00 M:Em1-2 Simulation, ideal vehicles :15-12:00 M:Em1-2 Simulation conventional vehicles :15-17:00 M:Em1-2 Simulation home assignment 1 support 5 # 1 return :15-10:00 E:1406 Hybrid System Components : 1 (mainly Energy Storage) :15-17:00 M:E Hybrid System Components : 2 (mainly Electrical Drives) :15-12:00 M:E The Parallell Hybrid, Implementations, Modelling and Control 8 # 2 out :15-15:00 M:E Energy Storage and Life Time Estimation - Plug In :15-10:00 M:Em :15-12:00 M:Em1-2 Simulations on various parallell hybrid vehicles :15-17:00 M:Em :15-10:00 M:D The Series and the Complex Hybrid, Implementations, Modelling and Control :15-10:00 E:1406 Plug In and Slide In - range extention from Hybrid to Full Electric :15-12:00 M:E Hybridisation of Working vehicles (Construction Equipment) :15-15:00 M:E Hybridisation of Working vehicles (Construction Equipment) All day! (plan for 06:30-20:00) :15-10:00 M:Em1.2 Support to final home assigment :15-12:00 M:Em1-2 Support to final home assigment 10 # 2 back :15-17:00 M:EM1-2 Support to final home assigment 44 exam :00-13:00 Vic:3D Written examination *) Field Trip this day (all day event) Simulations on home assigment 2 the other days

4 1: CO 2 & Energy Supply

5 Is CO 2 out of control? - it's as if no-one is listening to the scientific community! - We need a radical plan! Corinne Le Quere, director of the Tyndall Centre for Climate Change Research UN Climate Conf in DOHA 400 ppm CO 2 measured last week at Hawaii by NOAA National Oceanic and Atmospheric Administration

6 Not a Fossil Future Known reserves Known Consumption Predicted Population Growth Source Amount *) Oil [barrels] 2.00E+12 Oil [kwh] 3.40E W/kg (World average) 129 W/kg (US average) Coal [tons] Coal [kwh] Natural Gas [quads] Natural Gas [kwh] 9.98E E E E+15 1 W/kg Predicted Reserves Increased average standard of living Fossil Fuel will not be a viable option in a near future! *)

7 Means for CO 2 reduction in road transport... Conventional, improved - 40 % CO 2 (VERY expensive!) Conventional, hybridized - 40 % CO 2 Conventional, Bio Fuel - Is there enough Bio Fuel? Full electric, renewable electricity - How to? - Energy from?

8 Will there be enough Biofuel? Ref: EU ENERGY IN FIGURES 2010 CO2 Emissions from Transport by Mode

9 A Global Energy and CO 2 Perspective 20 % of all global energy use is spent on land transports 1/3 rd of that is spent on Volvo type vehicles Trucks, Buses, Construction Equipment The more electric we make them the less energy they need... BUT the GLOBAL CO 2 may increase! Volvo Group Trucks Technology Electro Mobility Perspective Penta, Mats Alaküla

10 [g/kwh] CO 2 intensity of electricity generation CO2 from Electricity Generation 1000 India 900 China Africa 600 North America World *3) China has pledged to reduce its CO 2 intensity, namely emissions per unit of GDP, by 40-45% by 2020 compared with the 2005 level. *1) India s CO 2 emissions from energy consumption double, but the country s CO 2 intensity declines by 28% by EU 27 CO2 emissions from fossil fuels consumed for electricity generation, in both electricity-only and combined heat and power plants, divided by output of electricity generated from all fossil and non-fossil sources. Both main activity producers and autoproducers have been included in the calculation. Sweden *1) *2) *3) Volvo Group Trucks Technology Electro Mobility Perspective Penta, Mats Alaküla

11 2: Hybridisation

12 What is a hybrid vehicle? PlugIn - Charging Electric machine Charge sustaining hybrid ICE

13 Engine torque [Nm] Higher torque Engine use in a heavy hybrid vehicle Adaptation of engine operating point but also: Higher gear 60 kw extra power to charge battery Regeneration of braking energy Engine Speed [rpm]

14 Potential Fuel Saving Refuse Truck Long Haul Truck 20 % 5 % City Bus Wheel loader % %

15 Hybrid solutions - quiet and fuel efficient 35% improved fuel efficiency

16 It works also for Non Conventional Vehicles...

17 Different types of Cranes used REF: Energy Management Strategy for a Hybrid Container Crane Master of Science Thesis For the degree of Master of Science in Systems and Control at Delft University of Technology Steven Mulder

18 Siemens ECO-RTG Crane Drive System

19 Example of handling

20 Example: Excavator REF: Komatsu Hydraulic Excavators Hybrid PC200LC-8

21 Battery requirements for electric propulsion El Drive 10 kg for 10 km Possible! = 40 kg for 10 km Possible! Plug In! 200 kg for 10 km Possible! Comb Drive! 20 tons for 1000 km Not possible! Battery operation alone not possible for Long Haul/Coach tons of batteries. The take off weight is 413 tons! Not possible!

22 3: Electric Energy Supply

23 Electric Drive is Good! Electric Traction Motors Are at least twice as energy efficiency as combustion engines Need almost no service, no sparkplugs, no oil changes.. Are quiet Let out no exhaust Are much smaller than a combustion engine for the same rating Can recover energy when slowing down or going downhill

24 But Storing Energy is a double problem... Time to charge 250 km Battery to store 250 km 5 minutes 150 kg diesel-tank 7 days 8000 kg battery 9 hours 8000 kg battery 4 hours 8000 kg battery

25 Rightsizing the Traction Power Requirement Electric Power [kw] FL FE FM, FH, tons axles 3 axles Vehicle mass [tons] > 3 axles Conclusion: 1 driven axle should provide kw Every additional axle should provide another kw Modularity is important! Group Trucks Technology Advanced E-Motor Technology 2015

26 Full Electric? Is it realistic to let equipment, consuming kw average power, be pure electric and run on batteries? - No, not if the charging occasions are to few! 50 kw x 10 h = 500 kwh = 10 tons of batteries! 10 ton 400 kg Frequent charging is the key! Charge e.g. 25 times a day for kw. 200 kw x 0.1 h = 20 kwh = 400 kg batteries! 25x20 kwh = 500 kwh

27 Continuous Charging Plug In Conventional Full Electric Energy Supply 240 km = 140 liter Diesel (90 liter if Hybrid) 240 km = 0.5 MWh electricity (= 5 10 ton battery) kw for 6 minutes = 0.5 MWh kg battery needed Continuous 40 kw for 12 hours kg battery needed

28 Vehicle Examples

29 A Car Example 160 km Night Charge 300 kg batteries SEK 78 % of the annual driving 48 km Night Charge 100 kg batteries SEK 43 % of the annual driving 48 km Night Charge + Slide In 100 kg batteries SEK 100 % of the annual driving D = SEK Dx4 million cars = 212 Billion SEK = 14 MSEK/km National and European road in Sweden x 1.8 x 3

30 A City Bus Example Electro Mobility 3,8 tons 250kg bat or 400 kg SUPERCAP Charging at End Stop, 100 kw, C= kg 0,13 kw Charging at Every Bus Stop, 160 kw, C=7.2 Lund, Sweden Difference? 90 % in Battery Weight Facilitation? - Infrastructure! MAIN key: opportunity charging at a high power ( kw)

31 A Distribution Truck Example Charging at Night 1,7 tons Charging at Every loading dock 40 kw, C=1,4 300 kg Difference? - 80 % in battery size! Facilitation? - Infrastructure! How to share infrastructure, like Buses can? At the Goods Terminal, Loading Dock, Lunch Stop? Lower Cost AC Charging connection! MAIN key: opportunity charging at a high power ( kw). Electro Mobility

32 A Long Haul Truck Example 14 tons Slide In + Lunch Charging, 100 kw, C=1.8 1 ton Difference? 90 % Battery Size! Facilitation? - Infrastructure! Example: km National and European Road in Sweden. D = 50 km = Suitable Battery Range MAIN keys: Electric Road System (ERS). B A D B Opportunity charging at a high power ( kw) A Electro Mobility

33 Static and Dynamic Charging

34 The Energy Path Ele ctro Mo bilit y Per spe ctiv e Pen ta, Mat s Ala küla

35 Power Static Connections... Automatic 200 kw Something is missing HERE!!! 120 kw 87 kw Ele ctro Mo 44 kw bilit y Per spe ctiv e15 3 kw Pen ta, Mat s Ala küla This can change the game! 1 dm m Size

36 Tesla s idea...

37 VW s idea...

38 Last years LTH students idea...

39 Continuous Siemens ehighway Charging Bombardier PRIMOVE ALSTOM APS ANSALDO TramWave OLEV & Primove Truck/Bus TRAM TRAM TRAM Alstom APS Truck/BUS Truck/BUS Motor Drive Motor Drive Motor Drive CAR Motor Drive Motor Drive Motor Drive Under Ground Power Supply Line

40 Driving Modes with Slide In [%] SOC (State Of Charge = Battery Charge Level) Slide In Track Available time 1 Electric Drive from Battery 2 Hybrid Drive 3 Electric Drive from ERS

41 Additional equipment needed Slide Plug Conventional Hybrid In Hybrid Vehicle vehicle Vehicle Power Supply Tank Engine Transmission Wheel Transformer Battery Electric Drive Pick Up Electric Power Conditioner

42 How a charging road can work... Activated step by step Needs little precision Overtaking on battery

43 Cost A Slide In World Battery Size vs Grid Size Assume: All vehicles has a battery capacity for a certain range Some roads have ERS equipment A trip from A to B will then be all electric if the battery covers the non-ers parts of the trip Grid Size B The total societal cost for such a system is the cost for batteries and the cost for ERS systems Sparse grid = big batteries Dense grid = small batteries A

44 ERS Grid Density What would be an optimal ERS grid density? Europe has 5 million km paved roads and more than km motorways is this density enough? If Sweden and France, as example, was square the National and European Roads would in both countries correspond to a 50 km grid This is a realistic battery capacity for both EV Cars and EV Trucks/Buses This corresponds to km roads in SE and km in France 50 km = 31 miles

45 Two Scenarios Over Head ERS 50 km + OH ERS Road Bound ERS 50 km + Road Bound ERS 150 km + Night 50 km + Opp 15 km + End Stop 15 km + End Stop 300 km + High Power 50 km + Road Bound ERS

46 Why the difference? Over Head ERS 50 km + OH ERS Road Bound ERS 50 km + Road Bound ERS 150 km + Night 15 km + End Stop 300 km + High Power Road Bound ERS: Reduce the need for BIG batteries significantly Eliminates the need for high power charging stations for Cars they charge on the road Opportunity Charging: Reduce the need for batteries significantly i Distribution Trucks Requires Robotic Connections and Integrated Chargers (like Renault Chameleon) 50 km + Opp 15 km + End Stop 50 km + Road Bound ERS

47 Some Conclusions To accomplish an electric land transport system for Cars, Buses, Distribution Trucks and Long Haul Trucks we need: Road Bound ERS. It has a DRAMATIC impact on societal cost for a full electric road transport system Automatic fast charging, especially for Buses and Distribution Trucks

48 5: Actors on the market

49 Conductive Alternatives Alstom s ERS system has long commersial experience In several cities since Million km Ruggedness proved Safety proved High generic efficiency Ansaldo s Tramwave has problems unrelated to the conductive principle Elways has also proven the principle SIEMENS ehighway i coming!

50 Siemens ehighway Video

51 A Winter view on Alstom APS

52 Alstom adapted to trucks

53 Elways AB 0:55 Dry asphalt 5:45 Plowing snow out of the track 6:14 Running in new plowed track 6:47 Running in snowy track

54 Thank You!