ehighway Electrified heavy duty road transport, Benjamin Wickert Unrestricted Siemens AG 2017

Transcription

1 ehighway Electrified heavy duty road transport, Benjamin Wickert siemens.com

2 GHG-emissions of road freight transport are becoming an increasing challenge for the decarbonization 1) Reductions goals of GHG-emissions by 2050 Economy wide goal of the German government: reduction by 80% to 95% (basis 1990) Transport-sector: reduction of 98% necessary 2) Transport sector as GHGemitter 20% of all GHG-emissions generated by transport sector Increase by 5.4 m. tons emissions in Germany`s transport sector in 2016 The Challenge 3) Prognosticated growth in road freight transport Global road freight transport is going to grow by 300% between 2015 and 2050 In Germany road freight transport grew between 2015 and 2016 by 2.8% 4) Modal split of freight transport in 2050 German freight approx. 60% on road By using the maximum of shift potentials, rail freight is growing up to 30% by 2050 Page 2 Sources: Klimaschutzbeitrag des Verkehrs bis 2050, Umweltbundesamt, Texte 56/2016, Juni 2016; Erarbeitung einer fachlichen Strategie zur Energieversorgung des Verkehrs bis zum Jahr 2050, Umweltbundesamt, Texte 72/2016, November 2016 ITF Transport Outlook 2017, Januar 2017 Umweltbundesamt, Pressemitteilung Nr. 09 vom

3 Requirements for the optimal solution for decarbonization of road freight transport Swift integration into existing infrastructure Compatible with other alternative fuel technologies System is safe, reliable and easy to maintain Long lifecycle The Solution Scalable Able to achieve 100% decarbonization High efficiency Economical Little to no impact on standard operation Interoperable Page 3

4 Alternative concepts for climate-friendly road freight transport Investigated concepts comprise external power supply and on-board storage systems On-board storage External power supply Alternative fuels Electricity Contactless Conductive CNG / LNG Battery Inductive power supply Ground-based contact line Bio fuels Capacitors Linear s. motor concepts Overhead contact line Fuel cell Page 4

5 Zero emission trucks are possible with renewable energy, but efficiency varies greatly Pathway Range Cost per km Efficiency WTW Example vehicle Electric Road Systems e - Grid (incl. catenary) e - 96 kwh 12 ct/kwh etruck (Catenary-Hybrid) 1,6 kwh/km 60 km 19 ct/km 77% Battery e - Grid e - 96 kwh 10 ct/kwh etruck (Battery) 2 kwh/km 48 km 20 ct/km 62% 100 kwh 6.0 ct/kwh Hydrogen 2 kwh 5 kwh Electrolysis ŋ = H 2 H 2 - CH 2 - fuel e - 70% network 1) H 2 CH station 2 Fuel cell truck 24 km 55 ct/km 29% 93 kwh 65 kwh 15 ct/kwh Power-to-Gas 65 kwh 18 ct/kwh 65 kwh 20 ct/kwh 2 kwh Electrolysis ŋ = NGnetwork 1) NG CNG CNG-fuel e - Methanation H 2 CH 70% ŋ = 80% 4 station 2.7 kwh/km Gastruck 17 km 70 ct/km 20% 1) Including storage Source: German Ministry of Environment 98 kwh 69 kwh 15 ct/kwh 55 kwh 19 ct/kwh 55 kwh 20 ct/kwh 55 kwh 22 ct/kwh 3.2 kwh/km Page 5

6 Electricity demand in TWh Relevance of efficiency in transport- and energy transition Electricity demand for indirect und direct electrification of the transport sector depending on efficiency of propulsion system in 2050 Electricity demand of the transport sector in 2050 would be approx. 41% over the gross electricity production in 2016 within the scenario of fuels from electricity, which only have a low Well-to-wheel (WTW) efficiency of 20-25%. Share of O-Truck** among the reduction of 372 TWh* towards the scenario fuels from electricity : Gross electricity production German 2016 Whereas the electricity demand of the transport sector within the scenario with direct use of electricity (e.g. through the use of Overhead-Trucks with a WTW efficiency of approx %) would be below the gross electricity production in Scenario fuels from electricity TWh These reductions are equal to the German gross electricity production from on/offshore wind parks and solar panels in Direct electricity Electricity based Scenario direct use of electricity Source: Agora Verkehrswende (2017), p. 64; Öko-Institut (2016), p. 20; AGEB (2016); Renewbility III (2016); Fraunhofer ISE (2017) Efficiency of solutions for the decarbonization of the transport sector play an elementary role in future transport- and energy transition. Only efficient solutions with the lowest possible use of limited resources are going to be able to decarbonize the transport sector and to guarantee a sufficient energy supply simultaneously. Page 6 * The remaining reduction of 263 TWh towards fuels from electricity are primary resulting through the use of BEV, electric busses/trains and electric delivery vehicles. ** Based on an expansion of the overhead-cantenary-infrastructure on german highways of 8.000km (both directions) and a percentage of 64% of road freight transport to be electric. *** Through the fact that in both scenarios fuels from electricity would be used in air- and water transport, the energy demand of the scenario with direct use of energy is still at a very high figure of 542 TWh unless there are no further efficiency improvements.

7 ehighway supports a cost and energy efficient energy supply system thanks to its smooth load profiles Detailed load profiles from BEV, PHEV and ehighway, and supply though conventional and renewable generation in Germany Flexible distributed loads are essential for an energy supply based mainly on fluctuating renewable based generation The charging of BEV and PHEV vehicles leads to daily peak loads. ehighway exhibits a smoother load profile. ehighway-enabled trucks using hybrid drives (e.g. combustion engine using sustainable biofuels) can contribute to system peak load reduction (active load management/deferable load). Grid connected ehighway truck systems enable a more efficient use of energy. Page 7 Source:

8 Infrastructure on heavily use roads addresses significant part of heavy duty vehicle (HDV) emissions Urban roads The analysis of the German road network leads to the following key messages: GS KS Non-urban roads Federal freeways 1 60% of the HDV emissions occur on 2% of the road network (BAB = 12,394 km) LS BS BAB The most intensely used Length of road network CO 2 emissions from HDV 2 3,966 km handle 60% of all ton-km on the BAB BAB = Federal freeways (12,394 km) BS = Federal roads (40,400 km) LS = State roads (86,600 km) KS = District roads (91,600 km) GS = Municipal roads (>420,000 km) Focusing first on the main freight transport routes, a significant decarbonization step can be achieved. Image: HDV density on BAB-network ; Source: Verkehr in Zahlen 2012; TREMOD 2012 This approach can be applied all over the world. Page 8

9 How it works - Animation & Reality Page 9

10 Compatible with and complementary to other alternative fuel technology The ehighway hybrid truck can be configured to suit specific applications Truck types Drive system On-board source of electricity Combustion engine Non-electrical source of energy Tractor truck (2 axles) Parallel-hybrid Battery (small) Engine (small) Diesel Tractor truck (3 axles) Serial-hybrid Battery (medium) Engine (medium) Bio-fuel Rigid truck (2 axles) Full electric Battery (large) Engine (large) CNG/LNG Rigid truck (3 axles) Fuel cell H 2 Rigid truck (4 axles) Page 10

11 Accumulated costs ( ) in billion (compared to fossil fuels) In comparison to other solutions the ehighway proves its economic advantages Figure 3-3: Long haul road transport Recently published UBA report compares different energy scenarios and options for a greenhouse-gasneutral transport sector in 2050 To reach greenhouse gas (GHG) neutrality in the transport sector by 2050 scenarios four different energy supply strategies are developed and compared with each other For long haulage the scenario E+ assumes a wide utilization of OC-GIV (Overhead Catenary Grid- Integrated Vehicle) Fl+: PtL-liquid fuels as central GHG-free energy supply option E+: Electrical energy as central GHG-free energy supply option (plus Hybrid Fl+) CH4+: PtG-CH4 as central GHG-free energy supply option H2+: PtG-H2 as central GHG-free energy supply option Page 11 Energy supply Energy infrastructure Vehicles Total costs The report verifies that the E+ scenario (corresponding to the ehighway) has approx. 50% less difference cost (CAPEX + OPEX) to the next proposed scenario (FL+) in comparison with the reference scenario*. Source: UBA: Erarbeitung einer fachlichen Strategie zur Energieversorgung des Verkehrs bis zum Jahr 2050 (2016) * The reference scenario is the Fl+ scenario but with conventional fuels. No taxes and environmental benefits are taken into consideration.

12 Overview of independent studies on scenarios of expansion of Overhead-Hybrid-Trucks (infrastructure and vehicles) Penetration of Overhead-Trucks until 2050 Year Country Expansion of infrastructure for Overhead- Trucks on highways Percentage of Overhead- Trucks (lorry) Percentage of electric driving performance of Overhead-Hybrid-Trucks Study Ref Germany km 10% (GK4); 25% (HDV) 40% (GK4); 65% (HDV) Fraunhofer IML (2017) 2050 Germany km % (GK4 + HDV) 83% (GK4 + HDV) p. 7, 149 & Fraunhofer IML (2017) p. 7 & Germany km 80% (GK4 + HDV) 80% (GK4 + HDV)* Renewbility III Endbericht (2016) p. 22 & Germany km 90 % (GK4 + HDV) 75% (GK4 + HDV)* UBA 72 (2016) p. 31 & Germany km - - SRU (2012) p Germany km - 90% (GK4 + HDV) IFEU (2015) p. 60 & Europe >25.000km - 43% (HDV) IRU CVOF (2017) p Global a large number - 46% (GK2-4 + HDV)* IEA Energy Transition (2017) p. 65 & Global - 36% (GK4 + HDV) - IEA Future of Trucks (2017) p Global km - - Singh ERS (2016) p. 55 Page 12 * Incl. consideration that trucks are able to drive electric through a small battery on non-electrified roads. GK4: 12t - 26t HDV: 26t - >40t

13 Funded research projects supplement the currently executed projects on public roads in Los Angeles and Sweden Research Projects ENUBA (Germany) First research project with BMUB Duration: 05/ /2011 ENUBA 2 (Germany) Second research project with BMUB Duration: 05/ /2015 ELANO (Germany) Third research project with BMUB Duration: 01/ /2019 Page 13 Projects on Public Roads Los Angeles Port Application One mile demonstration as connection to near-dock rail terminals for cargo vehicles for at least 6 months Primary goal is to promote the implementation of zero emission goods movement technologies Cooperation with Volvo trucks and local truck converters Sweden Highway Application Two kilometer demonstration on a public road between industrial area and port for two years Overall aim is to evaluate Electric Road System options prior to introduction on road network Cooperation with Scania trucks

14 Field Trials in Germany are a necessary next step for the development of the system Routing Page 14

15 The potential of the ehighway technology ranges from closed shuttle applications to open highways solutions ehighway application cases Shuttle transport Solution for high frequency shuttle transport over short and medium distances (<50km), i.e. in ports or industrial areas Lower fuel consumption and longer lifetime Reduction of air and noise pollution Electrified mine transport Connection of pits and mines to storage or transit locations Minimization of harmful emissions Sustainable, clean and economical mine operation Electrified long-haul traffic Economical and sustainable alternative for road freight transport Significant reduction of CO 2 emissions Substantial cost savings for freight carriers The development path of road electrification can echo that of rail electrification a century ago Page 15

16 Thank you for your attention Benjamin Wickert Head of Business Development ehighway Siemens AG Mobility Technology & Innovation ehighway Erlangen, Germany Mobile: +49 (152) #ehighway Page 16

17