Ein CO 2 -Grenzwert von 70g/km

Transcription

1 Ein CO 2 -Grenzwert von 70g/km Eine gewaltige Herausforderung für die Fahrzeughersteller Prof. Dr.-Ing. Michael Bargende Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 1

2 How to fulfill a CO 2 emission limit of 70 g/km (78 U.S. mpg) The EU limit under discussion for 2025 Prof. Dr.-Ing. Michael Bargende April 7, 2014 Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 2

3 World primary energy supply and CO 2 emissions in 2011 TPES: Total Primary Energy Supply Source: IEA International Energy Agency Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 3

4 Fuel shares in global CO 2 emissions Source: IEA International Energy Agency Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 4

5 National CO 2 -Emissions Year Million Tons CO 2 -Emissions Source: IEA International Energy Agency - China USA Japan Germany France Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 5

6 CO 2 -Emissions by Source Year 2011 Germany France USA 18% 1% 19% 43% 1% 26% 14% 23% 4% 11% 27% 42% 19% 2% 13% Japan 36% 2% 7% China 6% 16% Power Plants (Electricity and Heat Production) Industry Households Road Transport Non-Road Transport 17% 24% 44% 35% 50% Source: IEA Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 6

7 Different CO₂-Emission Limits in the world and their prospective changes (LDV!) 95 (2020) (2011) Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 7

8 CO 2 -Emissions Full Service from Advanced Development to SOP CO₂-Emissions of the passenger car fleet for different OEM s Average of all Brands Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 8

9 Speed [mph] Speed [km/h] Full Service from Advanced Development to SOP Differences between the actual European driving cycle (NEDC) and the Worldwide Harmonized Light Duty Test Procedure (WLTP/WLTC) The WLTP will possibly being introduced in the EU in WLTP NEDC Time [s] NEDC WLTP Duration 1180 s 1800 s Average speed 33,9 km/h (20.9 mph) 46, 5 km/h (28.9 mph) V max 120 km/h (74.6 mph) 131,3 km/h (81.6 mph) Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 9

10 CO₂ consumption [mpg] Full Service from Advanced Development to SOP Differences between the actual European driving cycle (NEDC) and the Worldwide Harmonized Light Duty Test Procedure (WLTP/WLTC) Engine type Rated engine Power [kw] Emission standard A B C D E F GDI stochiometric GDI stochiometric GDI Lean burn Gasoline Hybrid Source: IEA Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 10 Diesel Diesel Euro 5 Euro 5 Euro 5 Euro 5 Euro 6 Euro 6 Car mass [kg] CO₂ cons. WLTC [%] ±

11 Engine Torque [Nm] M_ACT M_ACT Motordrehmoment Engine Torque [Nm] Motordrehmoment Full Service from Advanced Development to SOP Higher loads lead to better engine efficiencies! Together with longer final drives the fuel consumption decreases in the WLTP compared with the NEDC. EU6 limits are only achievable with DENOX cure (mainly SCR). ECU calibration at lower loads can be more fuel consumption orientated! 400 Specific spezifischer Fuel Kraftstoffverbrauch Consumption BSFC be [g/kwh] Specific spez. NOx NOx-Roh-Emission Raw Emissions [g/kwh] be-optimal be-optimal From NEDC to WLTP Operating Area NEDC w/o Hybridization Operating Area NEDC w/o Hybridization N_ACT Motordrehzahl Engine Speed [1/min] N_ACT Motordrehzahl Engine Speed [1/min] Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 11

12 CO 2 -Emissions as a function of the vehicle weight Source: Bosch Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 12

13 CO2-Emissions [g/km] VW up! Eco CNG Fiat 500 0,9 8V TwinAir S&S Full Service from Advanced Development to SOP All passenger cars in the German market with CO2-Emissions lower than 100 g/km Renault Clio Energy dci 90 S&S eco Diesel Engines 60 Gasoline Engines CNG Engines 55 Gasoline Hybrid 50 Diesel Hybrid 45 LPG Engines 40 Gasoline Plug - In 35 Diesel Plug - In 30 Linear (Diesel Engines) Car Weight [kg] 95 g/km 2020 Limit 70 g/km possible 2025 Limit Opel Ampera Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 13

14 CO₂ -consumption [mpg] CO₂ -emission [g/km] Full Service from Advanced Development to SOP With a pure ICE powertrain a CO₂ Consumption Limit is achievable only with a Diesel engine, excellent aerodynamics and an ultra light weight design! Y = x (max. 75 car weight: 53 kg) Y = x (max. car weight: 500 kg!) 65 Diesel Engines 60 Gasoline Engines CNG Engines 55 Gasoline Hybrid 50 Diesel Hybrid 45 LPG Engines 40 Gasoline Plug - In 35 Diesel Plug - In 30 Linear (Diesel Engines) Car Weight [kg] 95 g/km (57 mpg) 2020 Limit 70 g/km (78 mpg) possible 2025 Limit Car Weight [lbs] Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 14

15 How to reach 70 g/km: Option 1: Ultra Light Weight Cars with pure ICE - Car weight kg - 2-Cylinder turbocharged Diesel engine ( ccm) - Start/Stop system, automated manual transmission - Car prices range from 8000 to Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 15

16 Pure functional- based- cars Reduced- comfort- cars Fiat today 63 kw kg ( lbs) 95 gco₂/km (5.7 mpg) Fiat Nuova about kw kg ( lbs) Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 16

17 Functional- based- cars Reduced- comfort- cars VW XL1 20kW E-powertrain + 35 kw gasoline engine 795 kg ( 1753 lbs) 21 gco₂/km ( mpg) (5.7 mpg) Renault Twizy 4kW E-powertrain 548 kg ( 1208 lbs) Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 17

18 How to reach 70 g/km: Option 1: Ultra Light Weight Cars with pure ICE - Car weight kg - 2-Cylinder turbocharged Diesel engine ( ccm) (30-40 kw) - Start/Stop system - Car prices range from 8000 to Option 2: Very Light Weight Cars with ICE and 48V Boost Recuperation System (BRS) - Car weight kg (Gasoline) kg (Diesel) - 2 or 3-Cylinder turbocharged Diesel or Gasoline engine ( ccm) (40-50 kw) - 48Volt / 10 kw E-Motor: Boosting, Recuperation, Start/Stop, Coasting (Sailing) - Car prices range from to Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 18

19 Source: Bosch Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 19

20 Drivetrain Concepts for 48 Volt Hybrid Electric Systems Transmission IC-Engine 12V DC DC 48 Volt Battery Belt driven E-Motor (Starter/Generator) E-Motor (Generator) Clutch IC-Engine Transmission 12V DC DC 48 Volt Battery Belt driven Starter Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 20

21 required power [kw] / electric power [kw] Full Service from Advanced Development to SOP 48V/10kW Hybridization Vehicle parameter: Golf- class m Vehicle = 1300 kg c w *A = 0,594 m² f r = 0, Trend Switch from electric drive to gasoline drive Vehicle speed [km/h] driving resistance [kw] installed electric power [kw] Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 21

22 How to reach 70 g/km: Option 1: Ultra Light Weight Cars with pure ICE - Car weight kg - 2-Cylinder turbocharged Diesel engine ( ccm) (30-40 kw) - Start/Stop system - Car prices range from 8000 to Option 2: Very Light Weight Cars with ICE and 48V Boost Recuperation System (BRS) - Car weight kg (Gasoline) kg (Diesel) - 2 or 3-Cylinder turbocharged Diesel or Gasoline engine ( ccm) (40-50 kw) - 48Volt / 10 kw E-Motor: Boosting, Recuperation, Start/Stop, Coasting - Car prices range from to Option 3: Battery Electric Cars with or w/o Range Extender (REX) - City car (driving distance 150 to 200 km) - Range extender: 2-Cylinder Gasoline engine (20-25 kw), serial hybrid architecture - Car prices range from to (estimation for 2025!) Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 22

23 BMW i3 Prices start at (realistic: ) Power: 125 kw Battery: Li-Ion 18.8 kwh Driving Range: km (170 km NEDC) Energy consumption: 12.9 kwh/100 km Charging time (80%): 3-6 hours (wallbox) Charging time (80%): 6-8 hours (220 Volt AC) REX: 25 kw (gasoline tank capacity: 10 l) Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 23

24 Driving Range Full Service from Advanced Development to SOP Driving Range of a BEV as a function of its energy consumers 200 km (124 mi) 150 km (93 mi) 100 km (62 mi) 50 km (31 mi) 0 km (0 mi) Pure Driving Drive Light Drive Light Whipper Drive Light Whipper Seat Heating Air Condition +40 C Consumption: 3 kw Heating -10 C Consumption: 6 kw Pure Driving: Weight 1000 kg (2205 lbs) Battery drain pure Driving 13.8 kwh per 62mi ø Engine performance 45 kw Battery capacity 30kWh ø Speed 33,6 km/h (22.9 mph) Aerodynamic drag coeff. Source 0.71 Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 24

25 Pure BEV Standardized Plug: max. 43.5kW Tesla (55kWh) emini (30kWh) 50 L (13.2 U.S.liq.gal.) Gasoline (443kWh) > 85 min charging time > 45 min charging time > 11 hours charging time Charging Power fueling with Gasoline: 18 MW (35 Liter/min (9.2 U.S. liq.gal. per min)) (Diesel / CNG comparable!) Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 25

26 Pure BEV Typical Highway Gas Station: ca. 15 parallel taps Energy per min and per pump for diesel and gasoline: ca. 18 MW (connected power: 270 MW!!!) standing time ca. 5-max. 10min Charging station Highway assuming an equal through-put of cars: Charging power: 120 kw DC / charging station Load energy (300km driving range assumend) 18 kwh / 100km (120 km/h) and 90% charging Needed energy: 60 kwh Charging time: ca. 30 min i.e. the number of charging stations must be 3 to 6 times higher as with a gas station: Needed charging stations: (43 kw AC charging power: !) Needed connected power 10 MW - 15 MW Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 26

27 Pure BEV Charging situation in a typical German urban area.. Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 27

28 Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 28

29 Stucking in an endless traffic jam in the night on the Autobahn with falling snow is not a preferred situation for a pure battery electric powered vehicle Therefore a range extender (REX) seems to be mandatory Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 29

30 Pure BEV In German Cities most public transport is electric! Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 30

31 How to reach 70 g/km: Option 1: Ultra Light Weight Cars with pure ICE - Car weight kg - 2-Cylinder turbocharged Diesel engine ( ccm) (30-40 kw) - Start/Stop system - Car prices range from 8000 to Option 2: Very Light Weight Cars with ICE and 48V Boost Recuperation System (BRS) - Car weight kg (Gasoline) kg (Diesel) - 2 or 3-Cylinder turbocharged Diesel or Gasoline engine ( ccm) (40-50 kw) - 48Volt / 10 kw E-Motor: Boosting, Recuperation, Start/Stop, Coasting - Car prices range from to Option 3: Battery Electric Cars with or w/o Range Extender (REX) - City car (pure electric driving range 150 to 200 km) - Range extender: 2-Cylinder Gasoline engine (20-25 kw), serial hybrid architecture - Car prices range from to Option 4: Plug-In Hybrids with Gasoline or Diesel engines - All vehicle segments - All engine power ranges All fuels: Gasoline, Natural Gas and Diesel - Pure electric driving range (depend. on the engine s fuel consumption. Typical ~ 25 km) - Additional price to a todays car with pure ICE: Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 31

32 How to calculate the CO₂ consumtion of a Plug-In Hybrid vehicle due to EU-Legislation: Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 32

33 Determination of ALL mass emission during NEDC for OVC HEV: For comparability, the weighted values shall be calculated as below OVC: Off Vehicle Charging where: M i = (D ovc M 1i + D av M 2i ) / (D ovc + D av ) M i = Mass emission of the pollutant i in grams per kilometer. M 1i = Average mass emission of the pollutant i in grams per kilometer with a fully charged electrical energy/power storage device calculated in paragraph M 2i = Average mass emission of the pollutant i in grams per kilometer with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity) calculated in paragraph D ovc = OVC range according to the procedure described in Regulation No. 101, Annex 9. D av = 25km (average distance between two battery recharges). Cycle used 2+n times: 1 x with a fully charged electrical energy storage device (M 1 ) 1 x with an electrical energy storage device in minimum state of charge (M 2 ) n x with a fully charged battery until a speed of 50 km/h cannot be reached anymore unless starting the fuel engine (D OVC ) Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 33

34 Determination of ALL mass emission during NEDC for OVC HEV: For comparability, the weighted values shall be calculated as below OVC: Off Vehicle Charging where: M i = (D ovc M 1i + D av M 2i ) / (D ovc + D av ) M i = Mass emission of the pollutant i in grams per kilometer. M 1i = Average mass emission of the pollutant i in grams per kilometer with a fully charged electrical energy/power storage device ICE _ calculated CO2 _ in Emission paragraph MCO 2i = 2Average _ Emission mass emission of the pollutant i in grams per kilometer with an electrical 1 Driving _ range _ electric [ km]/ 25 energy/power storage device in minimum state of charge (maximum discharge of capacity) calculated in paragraph D ovc = OVC range according to the procedure described in Regulation No. 101, Annex 9. D av = 25km (average distance between two battery recharges). Cycle used 2+n times: 1 x with a fully charged electrical energy storage device (M 1 ) 1 x with an electrical energy storage device in minimum state of charge (M 2 ) n x with a fully charged battery until a speed of 50 km/h cannot be reached anymore unless starting the fuel engine (D OVC ) Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 34

35 CO 2 emission [g/km] Full Service from Advanced Development to SOP CO 2 -emission as a function of vehicles electric range D e for different initial CO 2 -emission M 1 in ICE mode: km = distance NEDC For km an = electrical assumed average range of distance 25 km all between initial emissions two battery are recharges cut in half!!! initial CO₂-emission M₁ [g/km] for power storage Device in minimum state of charge vehicle's vehicles electric range D e [km] vehicles electric range D e [mi] Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 35

36 Porsche 918 Spyder Three electric motors, two front-mounted one at the rear axle Overall power of the electric motors 160kW (218PS) Seven-speed direct shift gearbox Max. engine speed 9200/min V8 mid-mounted engine Power 367 kw (500PS) Weight 1490 kg All-wheel drive km/h in 3,2 s Top speed 320 km/h (200 mph) CO 2 -Emission 70 g/km Lithium-Ion-battery 5,1 kwh Operating range e-drive max.25 km (15.5 mi) Fuel consumption (EU-Mix) 3,0 l Supreme Gas Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 36

37 How to reach 70 g/km (78 mpg): Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 37

38 Fuel Cell Vehicle Electric Vehicle Electric Power Required Energy for NEDC per 100 km (Touran) Full Service from Advanced Development to SOP Efficiency Comparison: Battery Electric Vehicle - Fuel Cell Vehicle Efficiency: Complete Vehicle (incl. Recuperation & Onboard Power Supply): 65.3% 95.0% 90.0% 80.0% Battery Battery 153% 145% 125% E - Motor 100% (Charge) (Discharge) OPS H 2 - Extraction OPS Electrolysis Fuel Bat. (Charge) 597% Com- 304% 153% Bat. (Disc.) 100% Cell pression E-Motor Efficiency: 52.1% Complete Vehicle (incl. Recup. & OPS): 34.3% Source: Volkswagen AG Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 38

39 F-Cell Electric extraction distribution gasoline engine gasoline engine E-engine An optimal Gasoline Hybrid comes close!!! electrolysis distribution Fuel-cell F-cell Electric Environmentally friendly Relatively poor efficiency No infrastructure exists distribution charge and Battery E-engine BEV Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 39

40 How to reach 70 g/km (78 mpg): Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 40

41 Replacement of natural gas by renewable power storage Energy scenario of the German Govt. for 2050 Biomass Geotherm. Hydro Wind Solar Load Demand Month Source: Sterner, M.; et. al.: Renewable (power to ) methane, Fraunhofer IWES, Germany Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 41

42 Replacement of natural gas by renewable power storage Pumped storage hydro power plant, batteries: Source: Otten, R.: Audi e-gas-projekt, Conference: Gas Powered Vehicles, Stuttgart Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 42

43 Replacement of natural gas by renewable power storage CHP, Turbines Gas storage Electrolysis H₂- Tank CO₂-Tank Methanation Wind Methane Solar Methane Source: Sterner, M.; et. al.: Renewable (power to ) methane, Fraunhofer IWES, Germany Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 43

44 Replacement of natural gas by renewable power storage Efficiency 60-65% SNG 35-40% Power 50-60% Combined heat power Vs.0% due to power cut off/ power curtailment BEV: 36% * 0.65 = 23.4% Efficiency W2W CNG HEV: 60% * 0.25 = 15% Efficiency W2W Source: Sterner, M.; et. al.: Renewable (power to ) methane, Fraunhofer IWES, Germany Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 44

45 Audi e-gas facility Werlte Current supply Electrolysis Methanization plant Capacity: 6 MW Amine wash Gas feeding Source: blog.audi.de Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 45

46 Replacement of natural gas by renewable power storage Conclusion SNG generation permits seasonal storage of renewable energy The SNG concept can serve an energy balance to stabilize the electricity grid SNG can be produced through various forms of renewable energy (biomass the carbon-source, wind/solar electricity, etc.). SNG generation from CO 2 and H 2 is, unlike Bio-SNG, not subject to surface limitation for biomass cultivation ( food or fuel -problem) The SNG concept represents the idea of future mobility with renewable fuels (ethanol, rape oil) of renewable energy sources. Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 46

47 A3 sportback g-tron Engine/gearshift/chassis CO₂ -emissions (consumption) Engine: 4 Cyl., Turbo Charged > 80 kw 100% NG 92 g/km (59mpg) Mileage CNG: 59 mpg Gasoline equivalent 75% NG 25% SNG 70g/km (78mpg) Range CNG: Top speed > 248,5 mi > 122 mph Dates SOP: Since Fall 2013 Price ( 33,700 $) Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 47

48 Replacement of Natural Gas by Biogas or SNG Audi A3 sportback g-tron 92 gco 2 /km 70 Mercedes B200 NGT 119 gco 2 /km VW eco Up! 79 gco 2 /km Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 48

49 Conclusion Pure ICE powered cars: ultra light weight, reduced comfort, cheapest solution only Diesel seems to be possible Micro/Mild Hybrid: ICE+48 Volt Hybridization light weight, cost effective solution, Gasoline possible Gas (NG+SNG+(Micro/Mild Hybrid)): economically and ecologically very attractive solution for all kind of vehicles, incl. vans and light duty trucks Plug-In Hybrids: brutal force solution for all segments of cars relatively expensive (Pure) Battery Electric Vehicles: only in premium and city car segment except premium segment: REX mandatory success depends not only on further battery capacity development, but also on solving the charging problem Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 49

50 Thank you for your kind attention! Research Institute of Automotive Engineering and Vehicle Engines Stuttgart 50