AVL List GmbH (Headquarters)2014- 600 600 567 502 475 2017- 576 576 555 487 460 2021- 563 545 513 473 447 2024- 555 538 506 461 436 2027- 552 535 503 457 432 Test cycles: RMC (tractor

AVL List GmbH (Headquarters)

Requirements of CV on future energy carriersJoint symposium Waseda UniversityMay 20, 2019

Rolf Dreisbach | PTE/B | 14 Mai 2019 | 2

Requirements of CV on future energy carriers

Content

• Sustainable Transportation and Classification of emission

• Contribution of commercial transport on CO2 emission

• CO2 legislation

• Typical transportation tasks

• Technical solution

• Technology for lowest emission

• Conclusion


Requirements of CV on future energy carriers Classification of emissions

Problem of global CO2 Emissions and local NOx/PM… emissions

CO2 NOx/PM Emissions

Energy Sources PT - Technology

Global Problem Local Problem

We need an economical and commercial solution in the next 10 years


Requirements of CV on future energy carriersDevelopment annual of CO2 Emissions EU28

0

500

1000

1500

2000

2500

3000

3500

4000

4500

EU28 annual CO2 emission, Fuel combustion [mio. tons]

Others

Manufacturing Industries and Construction

Energy Industries

Transport

Since 1990:

Total CO2 Emissions decreased by 22%

In the meanwhile CO2

emissions for transportation increased by

20 %

Source: European Environmental Agency

27% of Europe's CO2 emissions from Transportation

18% 27%


Requirements of CV on future energy carriersContribution of goods transport on CO2 Emissions EU28

86.9%

10.7%

2.4%

Modular split EU28 vehicle fleet [%]

Passenger cars Light commercial vehicles MD, HD vehicles & Busses

Source: ACEA

13 % of entire vehicle fleet responsible for 35 % of CO2 emissions

63.4%9.2%

26.1%

1.2%0.0%

Modal split road transport CO2 emission [%]

Passenger Cars Light duty trucks

MD, HD vehicles & Busses Motorcycles

Other Road Transportation


Requirements of CV on future energy carriersDistributor transport vs. long/line haulage

23 % local, 38 % mid range distribution and 39% long haulage transport

6.6%

15.5%

20.4%

17.8%

21.5%

13.8%

4.3%

Goods transport distance EU28 [t-km]

less than 50 km 50 - 149 km 150 - 299 km 300 - 499 km 500 - 999 km 1000 - 1999 km over 2000


Requirements of CV on future energy carriersFuture transport scenario EU28

35 % increase in road transport caused CO2 emissions expected between 2020 and 2030

0

100

200

300

400

500

600

700

20102011201220132014201520162017201820192020202120222023202420252026202720282029203020312032203320342035

Probable future road transport CO2 scenario [mio. tons]

LD (<= 150 km) MD (150 - 500 km) Heavy Duty Trucks and Busses


Requirements of CV on future energy carriersWorldwide fleet CO2 trends

GHG & Fuel Economy Phase 2

-25% expected by 2027

Provisional agreement EU parliament & council

-15% in 2025-30% in 2030

Fuel consumptionlimitation stage 4

Introduction 2025

Method and targets under discussion

FES Phase 2

-13 % in 2025

Fuel Efficiency Standard 2nd phase

-8 % in 2021

➔ Consequences

for engine & vehicle

Global trends towards 15% / 30% CO2 reduction by 2025 / 2030


Requirements of CV on future energy carriersImpact of EU CO2 fleet standards

0

5

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30

35

40

45

50

1975 1980 1985 1990 1995 2000 2005 2010 2015 2020 2025 2030*Source Lastauto Omnibus 4/2014

TRUCK FUEL CONSUMPTION GERMANY* [L/100km]

Efficiency increase per 5 years [%]

Baseline for CO2

reduction

EU VIPre EU I EU I EU II EU IIIEU VI

EU V post EU VI

Past 20 years average annual efficiency increase ~ 1,5% was achieved

TCI engines

Electronical controlled high pressure injection systems

In the next 10 years there are3% annually required


USA EPA CO2 and Fuel ConsumptionPhase 1 and Phase 2 – Engine Standards

MYLight Heavy

Duty

Medium Heavy Duty - Vocational

Heavy HeavyDuty

- Vocational

Medium Heavy Duty

- Tractor

Heavy HeavyDuty

- Tractor

(g CO2/ hp-hr)

2014- 600 600 567 502 475

2017- 576 576 555 487 460

2021- 563 545 513 473 447

2024- 555 538 506 461 436

2027- 552 535 503 457 432

Test cycles: RMC (tractor engines), transient duty cycle (other engines); certification as tractor and vocational engine: both duty cycles. Reweighting of RMC modes for Phase 2. CH4: 0.10 g/hp-hr (transient duty cycle)N2O: 0.10 g/hp-hr (transient duty cycle)LHD: use in Class 2b-5 vehicle, MHD: Class 6-7, HHD: Class 8

455-3%

-5%-6%

BSFC in RMC

g/kWh

199

~BSFCMinimumg/kWh

189

169 181

183

193

187

182

178

173

190

BTE ~ 50%

http://www.iconarchive.com/show/multipurpose-alphabet-icons-by-hydrattz/Letter-I-blue-icon.html



BTE above 50%Definition of BTE relevant parameters

A further BTE increase above 50% means a BSFC reduction of ~ 11 g/KWh

Todays R&D • PFP 280 bar


Requirements of CV on future energy carriersFuture ICE technologies

➢ ICE remains dominant main propulsion for future HD powertrains

➢ Next generation ICE will require significant upgrades:

➢ Increase of thermal efficiency

➢ Reduction of losses

➢ Flexibility / Tailoring

➢ ~ 33 % of the vehicle CO2 reduction via the ICE

➢ Vehicles on the market in 3-5 years EmissionCO2

FC improvement potential next generation engines 3-5 %

High Efficiency Charging

Low & high pressure EGR

Friction Reduction

Variable Valve Actuation

High Peak Firing Pressure

Right sizing & speeding

Packaging & Light weight structure

Fuel Flexibility


Requirements of CV on future energy carriers48V Mild Hybrid

Electric Driven Coolant Pump Electric/Hybrid Fan

48V Motor/Generator

Electric Driven A/C Compressor

Electro Hydraulic Power Steering

System simulation platform for evaluation of best system architecture

Smart, partly electrified, auxiliaries

48V bordnet combined with 24V/12V bordnet

Advanced control architecture including predictive control

Fully integrated in vehicle system

System features and customer benefits

Electrical Assisted Turbo

FC improvement potential 48V Mild hybrid technology 2 – 3 % (with WHR 4 – 6 %)

WHR


Requirements of CV on future energy carriersIntegrated AMT solutions for the CO2 challenge

Smart Software Solutions

Optimized weight and lengthPower to Weight Ratio

Modular Design

Increased Lifetime

Fast Shifting TimesAdvanced hardware (bearings, lubrication, minimized friction…)

Advanced software technologies

Tailored for down speeded engines

FC improvement potential of advanced AMT technology ~1 %


Requirements of CV on future energy carriersGas engine technology: Efficiency vs. emission

BR

AK

E T

HE

RM

AL

EF

FIC

IEN

CY

BTE 42 %

λ > 1

10 bar

MOC

BTE 40 %

λ = 1

10 bar

TWC

BTE 47 %

λ > 1

2000 bar

DOC DPF SCR

CNGLEAN BURN

CNGSTOICHIOMETRIC

DIESEL LNG HDPI

EU III – EU V EU VI

BTE 46 %

λ > 1

300 bar

DOC DPF SCR

Gas engine technology shows CO2 reduction potential of up to 23 %


Situation of battery electric vehicle

Original pay load

Original pay load

Original pay load

Original pay load

Boundaries:Battery weight: 7,0 kg / kwhBattery Volume: 6,5 Ltr / kwhBattery price: 200 € / kwh

Limit:Battery weight < 20% of pay load

Limit:3.000 Ltr.

Limit:50.000 €

Conclusion:A battery electric vehicle is mainly limited by price at a mileage range < 200 km


Executive summary – Fuel cell Truck

• Approx. 500km mileage requires approx. 50kg of H2 to be packaged

• Packaging behind the cabin

• Longest wheelbase needed (to achieve the required 2,04m between tanks and kingpin of the trailer)

• Not all trailers can be used (due to the long wheelbase overall length exceeds legal limit)

• Small cabin is needed → not desirable for

logistic companies

• New task: Packaging of the tanks and periphery on the side of a truck with a big cabin size.

Shown Model: • Mercedes-Benz Actros 1863 LS 4x2• 4000mm wheelbase (longest available wheelbase for tractor)• GigaSpace Cabin (biggest available cabin)

• Packaging of ~50kg of H2 with current European truck dimension legislation, would lead to a smaller cabin or to

reduced payload as the cargo volume would be reduced.

• With reduced customer requirements (power, mileage, …) it might be possible to place all necessary components

on the side of the truck

• A fuel cell electric vehicle with todays vehicle concept is mainly limited by the required space of the H2 storage system to a range max. 500 km


FC Long-haul Tuck

New vehicle concept might be

required in order to achieve

acceptable transportation

distances

Source: https://nikolamotor.com/


Requirements of CV on future energy carriersWell to wheel Emissions 40t Container carrier - China

35

32

29

7

7

7

43

0 20 40 60 80 100 120

ICE

HYBRID

NATURAL GAS

BEV

FUEL CELL

CO2 Emission

gCO2eq/t-km

CO2 Tank to Wheel (TtW)

CO2 Well to Tank (WtT)

CONTAINER CYCLE

30% Highway30% Rural10% City10 % Traffic Jam

…………………………………………………………………………………..

FUEL CELL

E-Motor: 300 kW cont.FC: 122 kWBattery: 60 kWh

BEV

E-Motor: 300 kW cont.Battery: 634 kWh

CNG

IL6 11l 260 kW SIAMT

PARALLEL HYBRID

IL6 8l 200 kWE-Motor: 80 kWBattery: 10 kWh

ICE

IL6 11l 285 kWAMT

36 gCO2eq/t-km

39 gCO2eq/t-km

42 gCO2eq/t-km

WtT emissions for H2 pathway:

Electrolysis renewable electricity: 9 gCO2eq/t-kmReforming China gas mix: 40 gCO2eq/t-kmElectrolysis China electricity mix: 101 gCO2eq/t-km

ICE (eFuel)

HYBRID (eFuel) 11

12

9 10140


Requirements of CV on future energy carriersFuture CO2 neutral energy sources

Renewable Energy out of:

Sun Wind Water

Battery electrical Vehicle

Zero impact emission e-Fuel vehicle

Fuel cell electrical Vehicle

Electricity

H2

electricalDirect

electricale-Fuel

electrical


Requirements of CV on future energy carriersTypes of transport tasks

Direct transport

Line transport

Distribution transport

An average day at the Port of Rotterdam:

• 40.000 container unloaded

• 10.000 Trucks needed for road distribution*

• 3.500.000 Km of direct and line transport

* 53% of road based distribution


Requirements of CV on future energy carriersDistributor transport vs. long/line haulage

23 % local, 38 % mid range distribution and 39% long haulage transport

6.6%

15.5%

20.4%

17.8%

21.5%

13.8%

4.3%

Goods transport distance EU28 [t-km]

less than 50 km 50 - 149 km 150 - 299 km 300 - 499 km 500 - 999 km 1000 - 1999 km over 2000

Fuel cell elec.

Battery elec.Blendablee_Fuel elec.


Requirements of CV on future energy carriersDirect transport

Customer 1

Customer 2

Customer 3

Customer 4

50 km

1000 km

200 km

500 km

Producere.g.: Steel mill

DIRECT TRANSPORT • Same transportation task• Entirely different routes• Driving distance limited by drivers

working hours• No owned infrastructure on route• Net transportation weight critical

Solution 2030+

• Zero impact emission Diesel Hybrid vehicle

• e – Fuel Scenario➔ Availability e-Fuel

• Fuel cell electric vehicle➔ H2 infrastructur➔ Durability fuel cell


Requirements of CV on future energy carriersLine transport

Producers, consumer goods

Forwarding agency Hub 1Line traffic

Final customer

Forwarding agency Hub 2Line traffic

Local traffic

Local traffic

Long distance traffic

Line transport• Similar transportation tasks• One defined route• Hub to Hub Transport in 3 shift

operation• Own infrastructure at the hubs• Net transport weight non critical

Solution 2030+


• e – Fuel Scenario ➔ Availability e-Fuel

• Fuel cell electric vehicle➔ Durability fuel cell

• Batterie electric vehicle➔ Battery quick exchange system➔ Electricity supply


Requirements of CV on future energy carriersDistributor transport

Customer 1 Customer 2

Customer 3 Customer 4

15 km

2 km

0,5 km Distribution Hub

3 km

12 km

• Similar transportation tasks• Similar route• Distribution transport in 1-3 shift

operation• Own infrastructure at the hubs• Net transport weight non critical

Solution 2030+


• e – Fuel Scenario ➔ Availability e-Fuel

• Fuel cell electric vehicle➔ Durability fuel cell

• Battery electric vehicle


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Advanced powertrain & vehicle technology & HDPI*

Heavy Duty Trucks and Busses

MD (150 - 500 km)

LD (<= 150 km)


Field renewal with advanced technology vehicles leads to a C02 reduction of 5 %* by 2030*compared to scenario w/o countermeasures

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Probable future road transport CO2 scenario*


MD (150 - 500 km)

LD (<= 150 km)* in mio. tons



100% LD BEV and 100 % MD FCEV compensates the expected transport growth rate by 2030

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Fast introduction of BEV & FCEV (Mio. Vehicles)

LD BEV LD Diesel MD FCEV MD Diesel HD Diesel

LD BEV

-

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CO2 Scenario: Fast Introduction BEV & FCEV*


MD (150 - 500 km)

LD (<= 150 km)

MDFCEV

* in mio. tons


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CO2 Scenario: BEV & FCEV & e-Fuel*


MD (150 - 500 km)

LD (<= 150 km)


30% CO2 reduction by 2030 requires additional the introduction of 40 % e-Fuel share

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Ramping in of e-Fuel for HD Long Haul applications

Substitution rate e-Fuel

-30% CO2

* in mio. tons


Requirements of CV on future energy carriers Classification of emissions

Problem of global CO2 Emissions and local NOx/PM… emissions

CO2 NOx/PM Emissions

Energy Sources PT - Technology

Global Problem Local Problem

We need an economical and commercial solution in the next 10 years


Requirements of CV on future energy carriersFuture ICE pollutant trends – global

CARB ultra low NOx proposal (0,05 g/b-hph)

NOx tracking proposal (Emissions and status of NOx sensor)

EU VI E

Post EU VI– 50 % or more NOx reduction,

On board measuring (malfunctions)

China VI B

Ambient conditions (2400m), PN PEMS,Remote emission management

PPNLT

BS VI Phase I

BS VI Phase II (ISC & IUPR)

Key enabler for future ICE based powertrains is to master emission requirements !

ParisPotential ban of diesel trucks by

2025

Stuttgart, Düsseldorf,

MunichRestriction of diesel vehicle

access

AthensPotential ban of diesel trucks by

2025

TianjinCoal transport by

diesel trucks prohibited


Requirements of CV on future energy carriersThe way to ZERO IMPACT emissions

Mastering emissions is key enabler for ICE based powertrains

Requires additional measuresin engine and aftertreatment technology

Enhanced thermal managementccSCR

Active DPF soot management

Advanced engineoperation modes

with VVT

Two stage NH3 dosing

Model based EAS control


Requirements of CV on future energy carriersUltra low NOx control strategy

Controller

Observer

EN

GIN

E

Hardware

Controller

Θ NH3

dosing unit

NOxsensor

NOxsensor

-

DO

CM

odel

DPF

Model

DPF

ASC

ccSCRNOx

sensor

dosing unit

SCR Model

Setpoint

DOC ASCSCR

Software

EU

VI C

trl.

Adaptation& OBDASC

Model

Controller

Observer

Controller

Θ NH3

-

ccSCR Model

Setpoint

En

h.

EU

VI C

trl.

ASC Model

Adapt.& OBD

EAS co-ordinator

η-c

alc

.

η

▪ Re-use of robust core functions▪ Enhancement of controls to

dual dosing

Enhanced EAS co-ordinator


Requirements of CV on future energy carriersPollutant & compliance EU

WHTC cold (WF 14%)

City Rural Highway

Average NOx conc. ~ 7 ppm

Average NOx conc. ~ 0.7 ppm

WHTC cold: 0.09 g/kWh

WHTC warm: 0.008 g/kWh

WHTC c/w: 0.02 g/kWh

WHTC warm (WF 86%)

SCR conversion> 99.8%

SCR conversion> 95.5%




Conclusion

• With the right HW and SW for Engine and After treatment system extremely low NOx and PM emissions are achievable ➔ not impacting the environment

• To achieve a sustainable CO2 reduction all energy should come from sun, wind or water

• The first conversion step is always electrical energy, followed by hydrogen and e-fuel production for transport and also for energy storage

• The CO2 emission of the commercial road transport contributes with 35% to the traffic related emissions.

• In the next 10 years the road transportation will increase by ~ 35%

• From legislation we have a global trend to reduce the CO2 emission until 2030 by 30%, AVL can provide the required technology

• Mainly due to the cost, battery electric vehicles will be limited by a range of 200 km

• The range of fuel cell electric vehicles, with today design, is limited by 500 km, new vehicle designs will allow up to 1000 km range

• To reduce the CO2 emissions of Long haul trucks effectively a blend able CO2 neutral e-Fuel is required

• Even with a very aggressive introduction scenario of Battery and Fuel cell electric vehicles we will see the CO2 peak 2030

• Only the availability of blend able e-Fuels in combination with optimized vehicles and powertrains will lead to a significant CO2 reduction after 2030.

Thank You

www.avl.com

Documents

AVL List GmbH (Headquarters)2014- 600 600 567 502 475 2017- 576 576 555 487 460 2021- 563 545 513 473 447 2024- 555 538 506 461 436 2027- 552 535 503 457 432 Test cycles: RMC (tractor