Testing and Evaluation Challenges of Electrified Vehicles

Transcription

1 Testing and Evaluation Challenges of Electrified Vehicles Henning Lohse-Busch, Ph.D. APRF (Advanced Powertrain Research Facility) emobility in the USA Hannover, Germany April 6 th, 2011

2 Disclaimer This a research engineers perspective on the challenges with emobility in the US No solutions will be provided, but hopefully some points will be clarified This presentation is based on work from the Argonne s APRF team 2

3 US National Laboratories for DOE Research Pacific Northwest Idaho Nat l Lab. Lawrence Berkeley Argonne Brookhaven Lawrence Livermore Nat l Renewable Energy Lab. Sandia Los Alamos Oak Ridge 3

4 Argonne Is One of Department of Energy s Largest Research Facilities A national laboratory, chartered in 1946 Operated by the University of Chicago and others for the U.S. Department of Energy Major research missions include basic science, transportation, and advanced energy technologies About 2,901 employees, including about 1,001 scientists and engineers, of whom 751 hold doctorate degrees Annual operating budget of about $470 million (~80% from DOE) 4

5 Unique Facilities Coupled with a Depth of Expertise in Basic Science and Applied Engineering pushes the Frontiers of Transportation Research at Argonne Transportation Hutch APS x-rays Materials Research Battery electrodes Fuel cell catalysts Tribology Basic and Applied Combustion Research End of Life Vehicle Recycling Advanced Powertrain Research Facility Testing and Validation Fuel Cell and Battery Testing Autonomie GREET High Performance Computing Modeling and Simulation 5

6 Outline US goals for electrified vehicles Fundamental differences between the US and the World Advanced technology vehicles Chassis dynamometer testing of vehicles Hybrid Electric Vehicles research Plug-in Hybrid Electric Vehicle research Electric Vehicles research Factors impacting of fuel and energy consumption Well to Wheel analyses 6

7 Revolution in Transportation Sector Concerns are Coalescing: Energy Security Foreign Oil Dependence Economic Security Trade Deficit U.S. Jobs GHG But, Headwinds remain: Fragile but recovering U.S. auto industry Investment and ER&D requirements Volatility in Fuel Prices Consumer Acceptance Affordability Infrastructure readiness Performance expectations CAFE/CO2 regulations for light duty and heavy duty vehicles 7

8 Electrified Vehicle Goal: 1,000,000 Plug-In Vehicles by 2015 This goal includes BEVs and PHEVs. Technologies enabled by Lithium Ion battery technology advances. Announced OEM production plans total 1.2 M Evs by 2s015 cumulatively (further OEMs are expected to market EVs) DOE s actions: Investments (R&D and productions), Demonstrations and Incentives 3 and 2.4 billion dollars investment loans in Battery Facilities and support for EV component With more research and incentives, we can break our dependence on oil with biofuels, and become the first country to have a million electric vehicles on the road by President Barack Obama, 2011 State of the Union 8

9 U.S.DOE Advanced Vehicle Technology R&D Has a Diverse Portfolio Hybrid Electric Systems Advanced Batteries Power Electronics & Machines HEV & PHEV Systems Analysis and Testing Electrification/Smart Metering Aerodynamics, Rolling Resistance & Accessory Loads Advanced Combustion Engine R&D Low Temperature Combustion R&D Emission Controls Light- Low Temperature & Heavy-Duty Combustion Engines R&D Emission Waste Heat Controls Recovery Light- Health & Impacts Heavy-Duty Engines Waste Heat Recovery Health Impacts Advanced Combustion Engine R&D Fuels Technology Fuels Technology Bio-Based Fuels Clean/Efficient Bio-Based FuelsCombustion Fuel Characteristics Clean/Efficient Combustion Intermediate Fuel Characteristics Blends Advanced Intermediate Lubricants Blends Advanced Lubricants Technology Integration EPAct/EISA Rulemaking SuperTruck Clean Cities EcoCAR GATE Materials Technology Materials Technology Lightweight Structures Lightweight Materials Structures Processing/Recycling/ Lightweight Materials Manufacturing Processing/Recycling/ Design Manufacturing Data Test Methods HTML Design Data Test Methods Propulsion HTML Materials Propulsion Materials 9

10 Government-Industry Partnership: Advanced Propulsion Portfolio Vision Energy security Environmental stewardship Economic growth Improve Vehicle Fuel Economy and Emissions IC Engine and Transmission Advances Displace Petroleum Hybrid Electric Vehicles (incl. PHEV) Hydrogen Fuel Cell Vehicles Battery Electric Vehicles (incl. range extension) Petroleum (Conventional & Alternative Sources) Transportation Energy Infrastructure Bio Fuels (E10, E85, Cellulosic Ethanol, Bio-diesel) Electricity (Conventional & Renewable Sources) Hydrogen (Conventional & Non-Carbon) DOE and FreedomCar and Fuel Partnership 10

11 IEA Roadmap Targets for EV/PHEV* Roadmap Vision industry and governments should attain a combined EV/PHEV sales share of at least 50% of LDV sales worldwide by These EV and PHEV production and sales targets will be very challenging to achieve and will require strong policies in countries around the world to move rapidly toward this transition to new vehicles and fuels. *Technology Roadmap, Electric and plug-in hybrid electric vehicles (EV/PHEV), International Energy Agency

12 Cost Remain High Research and Invention Still Needed 2012 Payback Still Too Long (1) System Cost from DOE PHEV Battery Cost per kw h $1,000 - $1, APEEM Cost per kw $22 $700 - $950 Goal = $500 Goal = $ $19 Goal = $17 Goal = $12 (1) Source: Rousseau, A, Argonne, Cost of Fuel $4/gal, Electricity $0.10/kWh with 2012 DOE Cost Goals of 27$/kw power battery and $500/kwh for energy battery 12

13 Differences between US and Europe 13

14 Difference between Europe and USA: Distances and Transportation Infrastructures In the US The average distances driven are longer The public transportation system is not as elaborate *Satellite photos: 14

15 Difference between Europe and USA Fuel Economy, Fuel consumption and MGP illusion Fuel Economy = Distance / Fuel EPA began the label revision thinking it was about time to change to consumption, focus groups steered them back to MPG. Too bad! Truck FE 25% FC 20% ~84 gal saved over 10,000 mi 125 gal saved over 10,000 mi Compact HEV FE 50% FC 33% Plug-in Hybrid Electric Vehicle 15

16 Advanced Technology Vehicles 16

17 What are Advanced Technology Vehicles? Hybrid vehicles Plug-in hybrid vehicles Battery Electric vehicles Alternative fuel vehicles Hydrogen Diesel Internal combustion engine Fuel cell OEM proprietary prototypes Plug-in hybrid conversion vehicles Conventional vehicles: down sized boosted engine 7 speed dual clutch transmissions BEV Tesla ANL PHEV prototype Hydrogen Fuel cell Hydrogen internal combustion engine Supplier BEV prototype Ford TADA PHEV Jetta TDI (bio-fuels)

18 Categorizing Electrified Vehicles Road Vehicle ANL proposed vehicle terminology map for SAE J1715 Conventional Vehicle (CV) Idle-Stop Vehicle Electrified Vehicle Charge Sustaining (CS) Hybrid Electric Vehicle (HEV) Fuel Cell Vehicle Plug-in Vehicle PHEV EREV Battery Electric Vehicle (BEV) Increased electric power and energy Increased electric power and energy 18

19 How to test and evaluate vehicles, to obtain efficiency gains for affordable transportation 19

20 ARGONNE S OBJECTIVE: Provide to DOE and Partners the Best Advanced Vehicle Test Data and Analysis Advanced Powertrain Research Facility (APRF) Purpose built for DOE benchmarking State-of-the-art 4WD chassis dynamometer Custom multi-input data acquisition specific to hybrid vehicle instrumentation Staff at cutting edge of test procedures for new advanced vehicles Inventing new and novel instrumentation techniques Be the eyes and ears of automotive technology development APRF since

21 What is a Chassis Dynamometer? Layman's version: Treadmill for cars Engineering version: Metal rollers connected to a device which emulates the vehicle inertia and the vehicle road load that the vehicle experiences on a real road Chassis dynamometer roll Vehicle clamp down 21

22 Why Bother with Dynamometer Testing? Dyno features Controlled test cell (temperature, humidity, solar load, ) Standard drive cycles Repeatability of results Laboratory emission equipment and instrumentation stationary in test cell Dyno Benefits: Repeatable emissions and energy consumption (fuel and/or electric energy consumption) Enables comparisons between different vehicles Vehicle development and calibration Component calibration Control strategy System behavior 22

23 4 Wheel Drive Chassis Dynamometer Why 4WD dyno s? For through the road parallel hybrids Control room Heated tailpipe emissions pipe Data acquisition system Rear chassis dyno roll Air flow simulator fan Fuel flow meter Front chassis dyno roll Vehicle front restraining chains 23

24 Basic Instrumentation Tested in 2WD (with dyno mode) Hioki power analyzer Battery temp: Vent in Vent out Engine speed Engine oil temperature Select CAN 1.Accel pedal position 2.Engine speed 3.Motor torque 4.Battery V & A 5.Battery SOC 24

25 Dynamometer Vehicle Benchmark Testing Approach Depth of Study Varies Level 1: Power sensors Other Sensors Level 2: Power sensors Other Sensors Charging Emissions Battery Electric Hybrid system Tank Engine Charging Emissions Battery Electric Hybrid system Power Tank Fuel Engine Power Basics instrumentation: Engine speed, fuel flow (bench), oil temp Battery, Charger V I (Hioki) CAN (if possible) Further if required (but still non invasive) Purpose: Vehicle operating parameter study Vehicle characterization (energy consumption, emissions level, performance) Complete and invasive instrumentation: Incremental to level 1 Engine, shaft torque & speed sensors All major power flows (mechanical, electric, ) Component specific instrumentation Purpose: Energy analysis, efficiency analysis on vehicle and components Component characterization in vehicle system 25

26 Drive Cycles A drive cycle is a vehicle speed profile as a function of time The driver follows the trace display on a screen A drive cycle can be characterized by different factors avg speed, max acceleration, linear cycles, driven cycles, stop time 26

27 EPA Certification City Test: UDDS UDDS: Urban Dynamometer Driving Schedule Phase x10 Trace 60 Speed [mph] Time [s] Phase 1 Known as: -Bag 1 Phase 2 Known as: -Bag 2 27

28 EPA Certification Highway Test: HWFET Phase Trace 60 Speed [mph] Time [s] Preparation cycle Phase 1 Real cycle 28

29 EPA Certification Aggressive Driving Test: Emissions only until now Phase Trace 60 Speed [mph] Time [s] 29

30 New European Drive Cycle (NEDC) Phase Trace 60 Speed [mph] Time [s] 30

31 Hybrid Electric Vehicles 31

32 Hybrid Electric Vehicles: Fuel efficiency gains depend on degree of hybridization 2010 Honda Insight 2010 Toyota Prius Ford Fusion Hybrid Mercedes S400H Mini-E (BEV) EPA City Label Fuel Economy [mpg] NEDC [mpg] Energy consumption [Wh/mi] Civic Corolla Fusion 2.5 liter S350 Mini Copper Reason to test: Value hybrid Technology evolution Reason to test: State of the art hybrid Thermal recovery system Reason to test: High fuel economy in mid-size sedan High speed EV operation Reason to test: First major OEM Lithium Ion battery pack hybrid Reason to test: Modern Electric Vehicle benchmark SAE J1634 development Point of interest: Compromise of cost to hybrid system effectiveness Point of interest : PHEV ready HEV Point of interest : Larger EV operation increase driver impact on fuel economy Point of interest : Uses Air conditioning system to actively cool the battery pack Point of interest : Even aggressive driving yields a range over 100 miles 32

33 Idle stop vehicles: Fuel Consumption Gains Vary by Certification Cycles UDDS 17.8% vehicle stop NEDC (City) 30.6% vehicle stop UDDS % NEDC (Bag 1) 40.3% Notes: - All tests here are hot start tests - UDDS with Honda shift schedule -NEDC ANL repeatable shift schedule -AC eco mode enables engine idle stop Fuel comsumption [l/100km] % 34.4% 27.8% % Standard SS disabled AC normal AC ecomode Fuel comsumption [l/100km] Standard SS disabled AC normal AC ecomode Start stop is more popular in Europe, since the gain is higher 33

34 Plug-in Hybrid Electric Vehicles 34

35 Plug-in hybrids: Consuming fuel as well as electrons Full charge test Start 100% SOC and repeat drive cycle test until a charge sustaining test is achieved 35

36 Plug-in hybrids: a 2 dimensional challenge PHEV energy consumption Plug-in hybrids use energy from Fuel (tank) Electricity (battery pack) First the vehicle will deplete the battery energy and thus displace fuel Blended EV capable Once the battery is depleted the vehicle operates in a charge sustaining mode Fuel economy will change based on how far you drive 36

37 How to deduce a meaningful fuel economy for PHEVs? SAE J1711 Recommended Practice for Measuring the Exhaust Emissions and Fuel Economy of Hybrid-Electric Vehicles, Including Plug-in Hybrid Vehicles The utility factor weighted fuel economy attempts to represent the fuel economy that the average US driver would obtain based on US driving statistics This process requires Information from a full charge test Charge depleting fuel economy Charge depleting range Charge sustaining fuel economy Utility factor equations 2001 NHTS Survey Data 31,844 vehicles 1,277,016 miles Area under line is UF fraction 40 miles

38 Standards Development: SAE J1711 HEV and PHEV Test Procedures 38

39 Other Codes and Standards work around PHEVs SAE J2841 Multi-Day Individual Utility Factor The MDIUF alternative may be helpful in conveying average consumer experience with a particular PHEV Long distance drivers reduce the apparent utility of depleting operation in the Fleet Utility Factor (FUF) ISO Support Harmonization of PHEV Procedures ISO Standards require many years to develop ISO committee looking to a very precise method, but perhaps not always practical for routine testing Settled on a method that is not in conflict with J

40 Battery Electric Vehicles 40

41 Good EV Testing Experience BEV testing and charging experience Safe, accurate and smooth event Experience with unusual cars 41

42 Charger efficiency is very important in the operating cost of EV! Level 1: 58% grid to battery charging efficiency Level 2: 88% grid to battery charging efficiency ~1 kw charge rate ~5-6 kw charge rate 42

43 Today s Problem with Testing EVs: Death by Urban 250mi = 17+ hours of testing, no interruptions allowed

44 Proposed Shortcut Method for EV Testing Test Product: Find Efficiency (AC Wh/mi) and Range (mi) for any given cycle Constraint: Short-cut must provide repeatable results consistent with the long J1634 method Start with a fully charged battery Speed [mph] Time [s] Short-Cut Method in General: 1. Find battery capacity (on-dyno) 2. Run test cycles (UDDS, HWY, US06) to find Efficiency 3. Use consumption and capacity data to find Range Electric energy consumption for test cycle (DC kwh) Phase x10 Trace ) X4 + X2 Speed [mph] Phase Trace Time [s] ( ) Speed [mph] Phase x Trace Time [s] UDDS HWFET US06 Battery capacity determination Steady state speed until empty Fully recharge the battery and measure the AC kwh consumption from the grid44

45 Connecting to the Grid 45

46 Smart Vehicle-Grid Interface Requires standard connectivity/communication protocols to minimize impact on automotive industry and utilities/grid operators (cost, complexity, reliability) 46

47 Codes and Standards Drive for Harmonization (Test Procedures, Hardware, Communication Protocol ) Global Differences in Connectivity AC Charging US EU CHINA JAPAN Single- Phase (1Ø) SAE J1772 TM IEC Type 1 Type 2 SAE J1772 TM * Singleor Three-Phase (1Ø or 3Ø) IEC Type 2 IEC Type 3 SAE and IEC AC standards have common control signals China charge couplers (not standard yet) have unique control signals and overall physical shape Japan CHADEMO standard has unique control signals and overall physical shape DC Charging SAE and IEC working toward harmonization of DC Hybrid charge couplers SAE J1772 TM Hybrid IEC Type 2 Hybrid Mode 3 JEVS G (CHADEMO) * SAE J1772 TM AC connector has also been adopted by Korea and Australia 47

48 Factors with major impact on fuel and energy consumption 48

49 Air Conditioning Impact on Fuel and Energy Consumption Energy consumption [Wh/mi] +29% +14% +71% +41% +82% +38% The drive cycles are completed at 95 deg F (35 deg C) The AC impact can increase energy consumption by over 70% Impact of air conditioning usage is largest in city driving since extra energy is consumed during stops Electric vehicle energy consumption is most sensitive to air conditioning usage which has a direct impact on range NO AC WITH AC UDDS NO AC WITH AC HWY 49

50 Driver Intensity Impact on Fuel and Energy Consumption Increased Driving Intensity Energy consumption [Wh/mi] +14% -12% +20% -23% +16% +54% Scaled UDDS (equivalent distance) US06 +18% +41% +56% Speed [mph] Speed [mph] Electric vehicle energy consumption is most sensitive to driver aggressiveness which has a direct impact on range Impact of driver intensity on energy consumption varies with vehicle type and powertrain 0.8 x UDDS x UDDS Time [s] x UDDS x UDDS Time [s] 50

51 EPA s new 5 Cycles Test for New Fuel Economy Label EPA is changing the tests Fuel Economy test to addresses the mentioned effects All 5 cycles existed before for emissions testing purposes but they were not all used to calculated Fuel Economy Speed [mph] Classic cycles! Aggressive cycle! Extreme Temperatures! FTP 75 Phase x10 #1 F Cold start Trace #2 Hot start Speed [mph] F Phase x10 Trace Speed [mph] F Phase x10 Trace Time [s] Time [s] Time [s] Speed [mph] F Phase Trace Time [s] Piece of these cycles compute into a City and a Highway Fuel Economy Speed [mph] F Phase x10 Trace Time [s] 51

52 Final Question: Where does your Fuel and/or Electricity Come From? 52

53 ANL s GREET Model Is Considered the Gold Standard for Total Lifecycle Analysis in Transportation Vehicle Cycle Fuel Cycle Pump to Wheels Well to Pump Results of Argonne s assessments of new fuels and advanced vehicles have been used by federal and state governments, auto industry, and energy industry in their decisions.

54 US Electricity Mostly Comes From Burning Fossil Fuel (Impacts of margin electricity and time-of-day charging not included) Mostly extracting work from burning fuels in a thermodynamic cycle (like an engine) Source: EIA ( 54

55 And in the Future for the USA? The Same! Source: GREET from EIA ( 55

56 Almost there 56

57 Conclusions: The US goals in emobility is to put 1 Million EV on the roads by 2016 The transportation needs are different in the US (longer distances) Dynamometer testing offers repeatable fuel and energy consumption results which enables direct comparisons between different vehicle and powertrains HEVs, PHEVs, BEVs all have different testing challenges PHEVs results are particularly hard to explain to the consumer has the fuel and electric consumption vary based on the distance driven Air conditioning and driver intensity have very large impaction and fuel and energy consumption which is now included in EPA s new 5 cycle Fuel Economy testing Upstream energy and emissions of fuel and/or electric are essential to determine the impact of an advanced technology vehicles in terms of energy efficiency and environmental impact The more advanced, diverse and efficient the automotive technologies get the more the benefits depends on the consumer usage (driving distance and driving intensity) 57