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E-Mobility in Germany: Challenges & Opportunities
University of Applied Sciences DarmstadtDepartment of
Electrical Engineering and Information Technology
Prof. Dr. Christian Weiner
Topics
IntroductionMotivation Challenges & Opportunities
Electric & Hybrid Cars Drivetrain Architecture & Components Electric & Hybrid Concepts
HV-System High Voltage Power Supply Batteries Charging Modes Charging Stations
Folie 2
Automotive Industry in Germany:Worldwide Standing
Folie 3
Biggest Car Makers(according to revenue 2013)
Biggest Automotive Supplier(according to revenue 2013)
revenue in billion €
revenue in billion €
Revenue 384 billion Euro
Employees 775.000 ≙ 2 % of the employees in Germany
Car-Production(inland)
5,6 million units ≙ 7,2 % of the worldwide production
Truck-Production(inland)
300.000 units ≙ 1,4 % of the worldwide production
includes: car makers, automotive suppliersand manufacturer of trailer and platforms
1) http://www.bmwi.de/DE/Themen/Wirtschaft/branchenfokus,did=195924.html
Basic Data 2014 1)
The vehicle production requires the acquisition of parts, components and raw materials, so that sectors that have ostensibly little to do with the automotive industry, are involved in the production of motor vehicles. These include capital goods, materials and parts supplies i.a. from the chemical industry, textile industry, mechanical engineering, the electrical industry and the steel and aluminum industries. Moreover, consultants, dealers, garages and service stations, as well as other services related to the car are directly or indirectly dependent on the automotive industry.
Folie 4
Automotive Industry in Germany:Economic Relevance
Folie 5
Registered Vehicles: 41 million passenger carsAverage Mileage: 40 km/day
≙ 14.000 km/year
Kilometres Travelled 580 billion km/year(all passenger cars): thereof 360 billion km petrol-kilometre
220 billion km diesel-kilometre
Average Fuel Consumption 5,8 l / 100km (petrol)of newly register cars: 5,2 l / 100km (diesel)
Quelle: Studie Mobilität in Deutschland 2008; BM Verkehr, Bau und StadtentwicklungAuto Mobilität; DIW Wochenbericht 47/2012
Mobility in Germany:Basic Data
Folie 6Distance Travelled per Day in Germany (Passenger Cars)Vieweg Handbuch Kraftfahrzeugtechnik; H.H. Braess (Hrsg.), U. Seiffert (Hrsg.)
The average mileage is 40 km/day.
80 % auf the distance travelled per day is less than 50 km. 90 % auf the daily drive is less than 100 km. Ca. 70 % of the trips are to the workplace and back.
Mobility in Germany:Basic Data
Folie 7
E-Mobility
- Electro-Mobility (E-Mobility) is the transport of persons and goods by vehicles which are fully or partly powered by electric energy.
- Electric vehicles use at least one electric energy storage element and one electro-mechanical energy converter for traction. Aside that, electric vehicles can have other distinct types of energy storage elements and energy converters (hybrid vehicles).
- Commonly the term electric vehicles comprises passenger cars, trucks, busses, motorbikes, motor scooters but also electric bicycles and personal transporter (Segway).
- The strict interpretation of the term electric vehicle also comprises electric rail vehicles (trains, trams, underground railways) but also trolley busses.
- Electric powered special vehicles (forklift trucks, cleaning machines, golf carts etc.) are usually not considered under the term electro-mobility. Technically, however, these vehicles have several similarities to the above mentioned road vehicles.
- Besides the electro-technical aspects the subject e-mobility contains many topics from various engineering, economic and social disciplines.
Electric Vehicles(Examples)
Folie 8
Folie 9
Reduction of the CO2 Emissions
CO2 is the main contributor to the greenhouse effect and the resulting global warming.
In Germany the individual traffic is responsible for 12% and the other traffic for 7% of the total CO2 emissions.
Motivation
CO2 Emissions and polluters
2010
ca. 850 Mio t
ca. 125 Mio. t
2020 2050
Kyoto-Protocol: Aim to limit global warming to below 2oC relative to the pre-industrial temperature level.
Targets of the German Government: Reduction of greenhouse gases by
at least 40% by 2020 and at least 80% by 2050
compared to the levels of 1990.
350 Mio. t
150 Mio. t
150 Mio. t
750 Mio t
250 Mio t
Mobilität in Deutschland:CO2 Emissionen
Personenverkehr
Güterverkehr
RestCO2 Emissionen Deutschland 2010
Total: ca. 850 Mio. tPersonenverkehr: ca. 150 Mio. t davon 125 Mio. t StraßenverkehrGüterverkehr: ca. 50 Mio. t davon 45 Mio. t Straßenverkehr
Straßenverkehr
anderer Verkehr
RestCO2 Emissionen Welt 2010
Total: ca. 32 Mrd. t17%
6%
Folie 10
Folie 11
EU regulation for the reduction of the CO2 emissions from new passenger cars.
Target: to reduce the fleet average of all newly registered passenger cars in the EU to 96 g/km CO2.
Motivation
CO2 Fleet Average
2010 2020 2050
Note: CO2 and fuel consumption are closely linked. The carbon content of the fuel defines how much CO2 is produced by the combustion of the fuel.
- the combustion of 1 l petrol produces about 2,3 kg CO2- the combustion of 1 l diesel produces about 2,6 kg CO2
The average fuel consumption can be derived thereof by considering the drivetrain (engine) efficiency:
∼4.1 l/100 km petrol95 g/km CO2 ≙
∼3,6 l/100 km diesel152 g/km
95 g/km
20 g/km
?
Reduction of the CO2 Emissions
Folie 12
Reduction of Harmful Emissions
The European emission standards, define the emission classes for new automobiles.
Target: to reduce the local emissions of noxious gases and harmful substances HCNOx
PM
etc.
CO2 CO
CO2: carbon dioxide; greenhouse gas, suffocation hazard
CO: carbon monoxide; noxiousHC: carbon hydrides; carcinogenic NOx: nitrogen oxide; noxious, acid falloutPM: particles; air quality, smog
Evolution of the European emission standards for passenger cars source: EU, Bundesumweltministerium
Folie 13
Motivation
Reduction of the Consumption of Fossil Fuels
Gtoe
- limited availability of fossil fuels, in particular oil- non-conventional production technics not environmental sound
1) BGR (2013): Energiestudie 2013 -Reserven, Ressourcen und Verfügbarkeit von Energierohstoffen
1)
1)
- Germany (Europe) dependent on oil imports- oil production in increasingly political unstable regions
gain independence from oil imports
Folie 14
Well-To-Wheel (WTW)
The conversion of primary energy into traction energy takes places, in parts, outside the vehicle. The Well-to-wheel approach considers the complete chain from the mining of the raw materials to the generation of the traction energy.
Environmental Impact
SunWindWater
CoolOilGasNuclear
OilGas
Transport Refining/ Generation
Distribution ConsumptionPrimaryEnergy Mining
Folie 15
Um
weltbetrachtungen
Environmental Impact
The energy for electric vehicles is generated from various primary energy sources.
The environmental soundness of electric vehiclesis therefore strongly dependent on the energy mix.
Well-to-Wheel Balance of different Drive SystemsH. Tschöke (Hrsg.): Die Elektrifizierung des Antriebsstranges: Basiswissen
In Germany, due to the renunciation of nuclear power, a reduction of the CO2emissions, is closely coupled to the increase of renewable energies.
Folie 16
National Development Plan for Electric Mobility
from August 2009
Describes the goals and the general conditions to develop Germany to a leadmarket for electric mobility in order to maintain its cutting edge in science and in the automotive sector and related supplier industries.
• Reduction of the dependence on fossil fuels, in particular oil.• Minimisation of CO2- and local noxious emission as well as particulates and
noise. • Optimisation of the interaction between electric vehicles and the electrical
power grid, with focus on renewable energies. • Better integration of vehicle in a multimodal traffic system.• Reduction of the costs of future electric vehicles in order to increase the price
competitiveness and buyers acceptance:=> speed-up of the market introduction of electric vehicles
National D
evelopment P
lanfor Electric M
obility
Goal: 2020 – 1 Million Electric Cars
Folie 17
Target: 1 Million Electric Cars until 2020
Comprises cars, which are powered by electrical energy only, as well as cars which, in addition to a petrol engine, contain a traction battery which can be charged from the grid (plug-in electric vehicle).
National D
evelopment P
lanfor Electric M
obility
?
Folie 18
Support Program
Buyer’s Premium total budget: 1.2 Billion Euro(since Mai 2016): 4.000 € for electric cars
3.000 € for plug-in hybrids
Tax Incentives: exemption from motor vehicle tax
reduction of the monetary benefit for the use of company car
Credit Programs: companies are supported for the purchase of electric and hybrid carsand the installation of charging stations
Charging Infrastructure: planned for 2017100 m Euro for AC charging stations200 m Euro for DC quick charging stations
Various research funding programs on regional, national and European level.
National D
evelopment P
lanfor Electric M
obility
Folie 19
Einführung
VolkswagenGolf TSI
Volkswagene Golf
Performance in kWPerformance in Nm
85 kW200 Nm
85 kW270 Nm
Top Speed [km/h]Acceleration from 0 to 100 km/h
204 km/h9,7 s
140 km/h10,4 s
Type of BatterySize of Battery
LiIon24,2 kWh
Price (including battery) 22.150 € (manual gearbox)24.025 € (DSG) 34.900 €
Problems Set:Costs of Purchase
Due to the high cost of the traction battery and the limited quantities produced, the purchasing costs of electric cars are much higher than those of a comparable petrol car.
Folie 20
Problems Set: Range
Comparisonof Volume
Li-Ion / diesel
Comparison of WeightLi-Ion / diesel
The range of a vehicle depends of the stored energy, the weight of the vehicle, the topology of the terrain and the driving behavior.
The energy density of a battery falls far short of the energy density of gasoline.
For an energy equivalent of 50 liters of diesel fuel: · 9.600 ⁄ · 50 480
a Li-Ion battery would need to have a weight of: 2.400
and a volume of: 960
Energy Density
Wh/kg Wh/lDiesel 12.000 10.000Petrol 12.000 9.000Lead-Acid 20 - 40 50 - 100Li-Ion 100 - 200 150 - 500
Folie 21
Einführung
Consumption[kWh/100km]
Range[km]
Vehicle Weightw/o Battery [kg] 487
98
6,1
6,3
100 (11) ECE-15
910
200
16
12,5
160 (22) NEFZ
965
230
18,8
12,9
190 (2
1493
540
90
17,5
528 (3
3) NEFZ (estimation)
Microcar(Twizy)
Upper Clas(Tesla S 85D)
Small Car(Mitsubishi i-MiEV)
Compact Car(BMW i3)
Size of Battery[kWh]
Weight of Battery[kg]
Energy Density[Wh/kg] 62 80 82 166
Problems Set: Charging Time
Folie 22
3 – 8 kW (standard)50 – 86 kW (fast)
10 – 15 MW (car)Bis zu 90 MW (truck)
Electric cars are predominantly charged at the low voltage level
(230V/400V). The charging time depends on the rating of the power supply. The charging time is considerably longer then the refuelling time. In addition, frequent charging is required, as the range of the electric vehicle is limited by the energy content of the batteries.
Problems Set: Charging TimeC
harg
ing
Tim
e in
min
Power Supply Rating in kW
Folie 23
Einführung
6,1 16 18,8 90
StandardCharging to 100 %
2,3 kW3,5 h
2,3 kW8 h
2,7 kW7,5 h
11 kW9 h
FastCharging to 80 %
50 kW30 min
50 kW30 min
120 kW40 min
Microcar(Twizy)
Upper Clas(Tesla S 85D)
Small Car(Mitsubishi i-MiEV)
Compact Car(BMW i3)
Size of Battery[kWh]
Problems Set: Charging Time
Folie 24
630 TWh2013 1) 2020 2)
150 TWh
200 TWh
regenerative
regenerativeconventional
Gross Power Generation vs. Net Energy Consumption in Germany1) BMWi2) Prognose des elektrischen Lastverhaltens; Forschungsstelle für Energiewirtschaft
2.1 TWhEnergy Requirement for1 million electric cars
2030 2)
regenerativeconventional
250 TWh
12.6 TWhEnergy Requirement for6 million electric cars
net energy consumption
export
own consumption& distribution
losses
530 TWh
conventional
The average annual mileage in Germany is 14.000 km / year. With an
assumed average consumption of 15 kWh / 100 km, the annual energy consumption for the electric car fleet is estimated to 2.1 for 1 million electric cars and 12.6 TWh for 6 million electric cars..
Problem Set: Grid Connection
That additional electricity demand can be covered by existing or planned power plants. In the medium term energy savings due to the increase of energy efficiency and the decrease of the population decrease can be diverted to mobility.
Folie 25
The energy consumption is not constant but varies in the
course of the day and year. The actual consumption must be backed by the a guaranteed power plant capacity.
Currently the surplus of guaranteed power allows the uncontrolled charging of electric vehicles at all times. With an increasing number of electric vehicles a controlled charging via smart meters is becoming necessary in order to balance the load on the energy supply network and for optimal use of the energy supply from regenerative energy sources.
Regenerativ
Guaranteed Power 2013
BMWi; W. Beckmeyer
50 GW
90 GW
0:00 06:00 12:00 18:00 24:00
80 GW
6 GWh ≙ 1 GW for 6hEnergy requirement for over-night charging of 1 million electric cars. Each car is charged with a total energy of 6 kWh, which corresponds to a daily millage of 40 km.
Principle Characteristic of a Load Curve with reference values.
conventional
regenerative
Problem Set: Grid Connection
Folie 26
Installed Power
regenerativeconventional
80 GW
20131)
1) BMWi; W. Beckmeyer 2) Energiereferenzprognose; ewi, gws, prognos i.A. des BMWi3) eigen Schätzung basierend auf 2) und Verfügbarkeit aus 4)
4) Kurzanalyse Kraftwerksplanung Deutschland; dena
180 GW
200 GW
225 GW
110 GW
140 GW
Guaranteed Power
2020(2 2030(2
90 GW20131) 2020(3 2030(3
Future Scenario for Installed / Guaranteed Power0:00 06:00 12:00 18:00 24:00
The power generation from renewable energy sources is highly fluctuating due to their high dependence on weather condition. Therefore, only a small portion of the installed power of wind and PV systems can be guaranteed (in PV about 1%, wind 5 - 10%, conventional power plants 42-93% of installed capacity 4)).
While the installed power is increasing with the prospective increase of renewable energies in the electricity mix, the guaranteed power is decreasing due to the shut-down of conventional power plants.
The gap must be bridged by energy storage solutions.
Pow
er R
equi
rem
ent
+ E-Mobility
With rising numbers of electric vehicles comes the necessity of load or supply controlled charging.
Problem Set: Grid Connection
The traction batteries could serve aslarge decentralised energy storage in
order to buffer the fluctuating power generation by renewable energy sources.
Bi-directional charging would allow that the stored energy is returned to the grid, giving the option for various use cases.
Folie 27
Reserve
0:00 06:00 12:00 18:00 24:00
Peak Power
45 GWhEnergy requirement for over-night charging of 6 million electric cars. Each car is charged with a total energy of 7.5 kWh, which corresponds to a daily millage of 50 km.
Recovery of20 % Charge
Possible Contribution of Traction Batteries to Grid Stability
Guaranteed Power2030
conventional
regenerative
Problem Set: Grid Connection
Topics
IntroductionMotivation Challenges & Opportunities
Electric & Hybrid Cars Drivetrain Architecture & Components Electric & Hybrid Concepts
HV-System High Voltage Power Supply Batteries Charging Modes Charging Stations
Folie 28
From Conventional to Electric
Folie 29
Components & Systems of Hybrid Electric Cars
Exhaust
Fuel Tank
Combustion Engine
Gear
Chassis / Body
Braking SystemSteering System
Cockpit and HMI
Traction Battery
12 V Battery HV-System
Energy Management & Drive Control
Electric Motor
On-Board Charger
Frequency Inverter
Heating and Air Conditioning
Folie 30
The drivetrain of a vehicle must overpower the kinematic resistances in order to keep the vehicle in motion. The traction resistance can be divided into various route and vehicle depend components.
The vehicle resistance always occurs when the vehicle is moving. The energy associated with the vehicle resistance is converted into heat and lost. The energies associated with slope and acceleration however, are stored in the vehicle and can in parts be recovered during regenerative braking.
Tractional Resistance
Acceleration Resistance
Slope ResistanceVehicle Resistance
Rolling Resistance
+
Driving Resistance
+
Air Drag+
Tractive Effort
Folie 31
Tractive Effort
The maximum speed defines the power requirement of the motor. At lower speeds, where the vehicle resistance is lower, the surplus power can be used for acceleration and slope climbing. At low speeds the tractive force which can be transferred from the wheels to the road is limited by friction.
Forward Motoring
Forward Braking
BackwardMotoring
Backward Braking
vx
F
Ideal Tractive Power
Ideal Tractive Torque
speed
speed
Trac
tive
pow
ertr
activ
e fo
rce
3.point of
maxim
um pow
er2.
constant power range
1.frictional power limitation
3.m
aximum
power point
surplus power
surplus torque
Folie 32
The engine characteristic of an internal combustion engine, however, must be adapted to the ideal tractive curves via a multiple speed gear.
Antriebstrang
The characteristic of a speed controlled electrical machine corresponds very well with the ideal tractive power and torque curves. An electric motor is therefore ideally suited for traction applications. For brief periods the rated power of an electric motor can be exceeded, such providing extra power for acceleration and overtaking. An electric motor can be easily operated in 4-quadrants.
Tractive Effort
gear
The efficiency of the electric motor far exceeds the efficiency of the ICE throughout the operation range. An electric drivetrain has, therefore, a much higher overall efficiency than the drivetrain of an ICE.
Antriebstrang
Electrical DrivetrainAn electrical drivetrain consists of:
- An electrical machine for the conversion of the electrical energy into mechanical energy - A frequency converter, for providing an alternating current to the motor, with a frequency largely
proportional to the traction speed. - A controller for controlling the motor according to the drivers demand at the best operating point - The required sensors (current sensor, speed sensor, temperature sensor etc.)
Folie 33
Frequency Converter
1-Speed Reduction Gear
Differential
Wheel
AC
DCμC
Controller
Battery
Electric Motor
Folie 34
Antriebstrang
Electric MachinesElectrical machines have a fixed part (stator) and a rotating part (rotor). Stator and rotor are separated by an air gap. The windings on the stator carry the stator currents, whereas the magnetic field of the rotor can be generated by rotor currents or permanent magnets.
stator
rotorwinding
bearing shaft
end-cap end-cap
housing
active length
3-phase power supply cables
Torque is produced in the active part due to the interaction of the current and the magnetic field:
·
I·
Folie 35
Antriebstrang
Electrical MachinesElectrical machines have a fixed part (stator) and a rotating part (rotor). Stator and rotor are separated by an air gap. The windings on the stator carry the stator currents, whereas the magnetic field of the rotor can be generated by rotor currents or permanent magnets.
stator
rotorwinding
bearing shaft
end-cap end-cap
housing
active length
3-phase power supply cables
Torque is produced in the active part due to the interaction of the current and the magnetic field:
·
I·
Whereas the magnetic loading is limited by the iron to values of about 1.2 – 1.8 T, the electric loading (current) can be increased by providing adequate cooling to the machine. For a high torque density most machines in traction application are therefore water cooled. Water Cooled Permanent Magnet
Machinee-Golf; Volkswagen AG
connections to cooling circuit
water duct
Antriebstrang
Electrical Machines for Traction Applications
Various types of electrical machines exist. In comparison to direct current machine, alternating current machines have a higher efficiency, better robustness, lower maintenance and compact design. Today ac machine are exclusively used for high performance traction drives. The final choice of motor is determined by many factors, with the focus on safety, efficiency and the costs of the overall system (motor, frequency converter, cooling and integration effort).
Folie 36
AC-Machines
Induction Machine Synchronous Machines
Separately excited
Permanent Magnet
Transversal-Flux Machines
Reluctance Machines
Specials
The speed of ac machines is proportional to the frequency of the current, the torque of the machine is proportional to the amplitude of the current. The direct current of the battery is converted to an alternating current of variable amplitude and variable frequency by the frequency inverter. As with the motor, the frequency inverter must support the 4-quadrant operation.
Frequency Inverter
Folie 37
DC
AC
u
t
Ubat
u
t
Emotoring
Egenerating
For reasons of electromagnetic compatibility, compact-ness and costs the frequency inverter is often mounted in close proximity or on the electric motor. As the maximum operating temperature of the inverter is lower than that of the motor, it must be thermally decouple from the motor.
Motor-Inverter UnitNissan
Folie 38
ElektrischerA
ntriebstrang
Frequency Inverter
The conversion of the dc voltage into an ac voltage is done by means of switching. Controlling the switching time allows the control of the average output voltage. Fast switching times (3 – 20 kHz) are necessary for a good approximation of a sinus.
The switching devices play a key role in the development of the frequency converter. Dependent on the voltage range two types of semiconductor switching devices find application in frequency converters:
- MOSFETMetal-Oxide-Semiconductor
Field-Effect-Transistor
- IGBTInsulated-Gate Bipolar Transistor
Semiconductor Switching Devices for Electric MobilityInfineon
G
D
S
iD
UG
S
G
C
E
iC
UG
E
Folie 39
ElektrischerA
ntriebstrang
Frequency InverterThe structure of the frequency converter can be divided into different functional groups:
- Logicfor control
- Driverfor switching and protection of the semiconductor switching devices
- Semiconductor Switches for energy conversion
- DC-Link Capacitors as energy buffer
- EMC-Filter for limiting electro-magnetic emissions
- Sensors for measuring temperature, current and voltage
- Heatsink for heat extraction
- Internal Structure for current conduction and electrical isolation
- Housing for environmental and damage protection
- Connectors for signal and power
The logic traction controller is connected the low voltage power supply, the semiconductor switches to the high voltage power supply. Due to the electrical safety concept the low voltage side must be separated from the high voltage side. Some form of galvanic isolation must be implemented in the frequency converter.
Folie 40
Hybridfahrzeuge
TeslaModels S 85
MercedesB 250 e
Type of Motor water cooled3-Phase, 4-Pole IM
Water cooledIM
Rated VoltageRated Current
375 V
Rated Power / SpeedMaximum Power / Speed 285 kW / 16.000 rpm
132 kW
Rated TorqueMaximum Torque 440 Nm @ 0 – 5.900 rpm 340 Nm
Max. Motor Efficiency
GearGear Ratio
1-Speed Reduction Gear 9,73:1
1-Speed Reduction Gear
Induction Machine
Folie 41
Hybridfahrzeuge
Separately Excited Permanent Magnet Machine
RenaultZOE
(R240)
Type of Motor Air-cooledSeparately excited PM machine
Rated VoltageRated Current
250 V – 400 V400 A
Rated Power / SpeedMaximum Power / Speed
43 kW/ 11.300 rpm65 kW / 11.300 rpm
Rated TorqueMaximum Torque 220 Nm between 250 – 2.500 rpm
Max. Motor Efficiency
GearGear Ratio
1-Speed Reduction Gear9,5:1
Folie 42
Antriebstrang
VW e-up! Permanent Magnet Synchronous MachineVolkswagen AG
Permanent Magnet Synchronous Machine
Folie 43
Hybridfahrzeuge
VWe-up!
VWe-Golf
Type of Motor water cooledPMBAC-Motor
Water cooledPMBAC-Motor
Rated VoltageRated Current
Rated Power / SpeedMaximum Power / Speed 60 kW / 12.000 rpm 85 kW / 12.000 rpm
Rated TorqueMaximum Torque 210 Nm between 0 – 2.800 rpm 270 Nm between 0 – 3.000 rpm
Max. Motor Efficiency
GearGear Ratio
1-Speed Reduction Gear9,73:1
1-Speed Reduction Gear
Permanent Magnet Synchronous Machine
Folie 44
Hybridfahrzeuge
Hybrid Motor
BMWi3
Type of Motor water cooled 6-poliger Hybrid-
Synchronous-Motor
Rated VoltageRated Current
250 V – 400 V400 A
Rated Power / SpeedMaximum Power / Speed
105 kW/ 11.400 rpm125 kW / 4.800 rpm
Rated TorqueMaximum Torque 250 Nm between 0 – 4.800 rpm
Max. Motor Efficiency 97 %
GearGear Ratio
1-Speed Reduction Gear9,7:1
Folie 45
Battery Electric Vehicles - BEV
1 E-Maschine2 Leistungselektronik3 Traktionsbatterie
1
2
3
Battery electric vehicles have a simpler mechanical structure than vehicles with a combustion engine or hybrid drives. Due to the characteristic of the electric motor, which is well adapted to the tractive requirements of a vehicle, the gear box can be omitted in most cases. The differential can be omitted, if the left and right wheels of an axle are driven by separate electric motors.
Because of the limited energy storage capability of the traction battery, economic driving is of particular importance. This can be achieved by lightweight construction, good aerodynamics (low drag coefficient, small frontal area) and low friction (low-resistance tires).
Structure of an Battery Electric VehicleDie Elektrifizierung des Antriebsstrangs; H. Tschöke (Hrsg.)
Energy saving technologies are also required for the auxiliary units, as they too draw energy from the traction battery. In particular, the energy consumption for the air conditioning of the vehicle interior and the temperature management of the battery can greatly reduce the range of the vehicle. Here good heat management is necessary. Possibly is the use of fuel-powered auxiliary heaters.
Battery Electric Vehicles
Folie 46
Two fundamentally different designapproaches exist for Battery Electric Vehicles:
Conversion-Design
A Conversion-Design uses the basic structureof a conventional vehicle and replaces the conventional drive train by an electric drive train.
Purpose-Design
A purpose-design is a complete new vehicle development based on the specific requirements of electric vehicles. This may result in the use of new technologies and / or a completely new arrangement of the vehicle components. For example, the position of the battery in the vehicle, regardless of existing structures.
Design Approaches
Battery Electric Vehicles
Conversion Design: VW e-Golf
Purpose Design: BMW i3
Folie 47
Elektrofahrzeuge
Design ApproachesBMW
i3Mercedes-Benz
B 250 e
Chassis and Body Alu ChassisCarbon Body
modular chassis conceptSteel Frame
Drive Train 125 kW, PMBAC1-Speed Reduction Gear
Rear Wheel Drive
135 kW, ASM1-Speed Reduction Gear
Front Wheel Drive
Traction Battery 18,8 kWh, LiIonFloor Pan
28 kWh, LiIonFloor Pan
Weight of Vehicle (w/o Battery) 965 kg 1.450 kg
Power/Weight Ratio 98 W/kg 77 W/kg
Consumption 12,9 kWh / 100 km 16,6 kWh / 100 km
Folie 48
Battery Arrangements
Because of its overall volume and weight, the structure of a battery electric vehicles will be greatly affected by the traction battery. The chassis/body has to support the high weight of the battery but also needs to compensate for the weight gain through lightweight structures.
The battery need to be placed crashproof but also easily accessible forservice. This is usually achieved bya modular design.
Usually a battery charger needs to beIntegrated with the battery.
Possible
Arrangements for
theB
atteryElektrom
obilität: Grundlagen einer Zukunftstechnologie;
A. Kam
pkeret al.
Battery Electric Vehicles
Folie 49
Motor ArrangementsA
CD
C
ACDC
AC
AC
DC
AC
AC
DC
AC
In-Wheel Motor(Schäffler)
Electric motors are smaller than internal combustion engines of the same rating. The torque-speed characteristic of electric motors fits well to the traction requirement of cars. In most cases only a simple and compact 1-speed reduction is placed between the electric motor and the wheels. This opens the possibility to place the motors in close distance to the wheels are even to integrate the motor / gear directly in the wheel.
Folie 50
Motor Arrangements
Tesla SSingle Motor
and Differential
Tesla SDual Motor
and Differential
Mercedes Benz SLS AMG Electric Drivewith geared In-Wheel Motor
Folie 51
Hybrid Electric Vehicles - HEV
A hybrid electric vehicle is classified as a vehicle in which different forms of energy are converted into tractive effort. Accordingly a hybrid vehicle has at least
- two different energy storage systems- two different energy converters
In principle, a hybrid vehicle can be set-up by every possible combination of different forms of energy and their appropriate converters. In practice, the hybridisation of the conventional drive train is usually accomplished by the combination of combustion engine and electric machine.
The second energy storage device / power converter increases the complexity of the drive train. In comparison to a conventional vehicle a hybrid electric vehicle has the following advantages:
- reduced of fuel consumptionThe reduction of fuel consumption is essentially achieved by
- the recuperation of braking energy- the reduction of no-load losses (start-stop)- increasing the average efficiency of the ICE by shifting of the load point
- reduced pollutant and noise emissions- higher drive dynamics and increased drive comfort
In comparison to an battery electric vehicle, a hybrid electric vehicle has an increased range.
Hybrid Electric Vehicles
Folie 52
Electrical Drive onlyelectric Motoring
Charging
Recuperative BrakingGenerating
Images from: Elektrische Maschinen für Hybridantriebe, Company Brochure ZF
Hybrid Electric Vehicles: Operation Mode
Dependent on the operation mode and power requirement, the combustion engine and the electric motor provide different proportions of the required tractive power. The percentage of the power split between the two drive systems is determined by the drivetrain architecture and the operation strategy.
Combustion Engine only
- Motoring- Start-Stop
Hybrid Drive
- Boost- Shifting of the Load Point
Coasting
Hybrid Electric Vehicles: Operation Strategy
Folie 53Operation Strategy of a Full Hybrid with Parallel Drivetrain ArchitectureKraftfahrzeug-Hybridantriebe; K. Reif et al.
Discharging Maintaining Charge Charging via shifting of the load point
Hybrid Electric Vehicles
Spee
d (in
km
/h)
Stat
e of
Cha
rge
(in %
)P
ower
(in
kW)
Combustion Engine
Electric Motor
Folie 54
Hybrid Electric Vehicles can be classified according to two main criteria:
according to drivetrain structure (1
Classification of Hybrid Electric Vehicles
by the arrangement of the components
according to the degree of electrification /
hybridisation (2
- Micro hybrid
- Mild hybrid- Full hybrid- Plug-in-Hybrid
- EV with Range-Extender
by the electric traction power respectively
the size of the traction battery
- Start-Stop Systems
(1 i.e. according to the power flow (2 i.e. according to functions
- Serial Hybrid- Parallel Hybrid- Power-Split Hybrid
- Combinations therof
Hybrid Electric Vehicles - Classifications
Hybrid Electric Vehicles
Folie 55
Hybrid Electric Vehicles: Classification according to the Drivetrain Structure
Folie 55
The components of the drivetrain can be arranged in different combinations, so that a wide range of hybrid concepts realized. The classification is based on the power flow from tank/battery via engine/electric motor to the wheels.
Three basic types can be identified:
- Serial hybrid - Parallel hybrid- Power split hybrid
Trac
tion
El-M
otor
Engi
ne
Engi
ne
Engi
neEl
-Mot
or
El-M
otor
Trak
tion
Trac
tionBat
tery
Trac
tive
Pow
er
Power Flow
SerialPower Flow
ParallelPower Flow
Power Split
Bat
tery
Folie 56
Hybrid Electric Vehicles: Classification according to the Drivetrain Structure
Folie 56Drivetrain Sturctures of Hybrid Electric VehiclesDie Elektrifizierung des Antriebsstrangs; H. Tschöke (Hrsg.)
SerialHybrid
ParallelHybrid
Power SplitHybrid
Folie 57
Hybrid Electric Vehicles: Classification according to the Drivetrain Structure
Folie 57Parallel Sturctures for Hybrid Electric VehiclesDie Elektrifizierung des Antriebsstrangs; H. Tschöke (Hrsg.)
ParallelHybrid
Folie 58
Hybrid Electric Vehicles: Classification according to the Degree of Electrification
Start-Stop
Re-cuperation
Boost Shifting of Load Point
Electric Traction
Coasting Charging
Start-Stop
Micro-Hybrid
Mild-Hybrid
Full-Hybrid
Plug-In Hybrid
Folie 59
Hybridfahrzeuge
Elektrische Motorleistung und Speichergröße bei MittelklassefahrzeugenKraftfahrzeug-Hybridantriebe; K. Reif et al.
System Voltagelow voltage - LV high voltage - HV
Mikro / Mild-Hybrid
1kWh≪ 1kWh 5kWh 15kWh 20kWh 10kWh10kWh
3kW 20kW 20kW 40kW 40kW20kW
Battery TechnologyPbPb Pb / LiIon LiIon LiIonLiIonLiIon
Hybrid Electric Vehicles: Classification according to the Degree of Electrification
Folie 60
Hybridfahrzeuge
VolkswagenGTI BlueMotion
VolkswagenGTE
Degree of Hybridisation Micro-Hybrid Plug-In Hybrid
Drivetrain Configuration Parallel Hybrid Parallel Hybrid
System (Total) Power 162 kW 150 kW
System Voltage 14 V 14 V / 352 V
(Traction) Battery 12 V / 70 Ah, Lead Acid 8,7 kWh, LiIon
Electrical Reach 50 km, 130 km/h
Specific Consumption (for 1oo km) 6,0 l Petrol 1,7 l Petrol / 12,4 kWh Electricity
Hybrid Electric Vehicles
Folie 61
Hybridfahrzeuge
BMWi8
Degree of Hybridisation Plug-In Hybrid
Drivetrain Configuration Parallel Hybrid
System (Total) Power 266 kW
System Voltage 14 V / 355 V
Traction Battery 5,2 kWh, LiIon
Electrical Reach 37 km, 65 km/h
Specific Consumption (for 1oo km) 2,1 l Petrol / 11,9 kWh Electricity
96 kW PMBAC Motor
170 kW 3-Zylinder Benzinmotor
5,2 kWh Hochvoltbatterie
15 kWStarter-Generator
HEVs
Folie 62
Hybridfahrzeuge
ToyotaPrius
ToyotaPrius Plug-in Hybrid
Degree of Hybridisation Full Hybrid Plug-In Hybrid
Drivetrain Configuration Power Split Power Split
System (Total) Power 100 kW 100 kW
System Voltage 14 V / 201,6 V 14 V / 207,2 V
(Traction) Battery 1,3 kWh, NiMH 4,4 kWh, LiIon
Electrical Reach 3 km, 45 km/h 25 km, 85 km/h
Specific Consumption (for 1oo km) 3,9 l 2,1 l Petrol / 5,2 kWh Electricity
Hybrid Electric Vehicles
Folie 63
Hybridfahrzeuge
Hybrid Electric Vehicles
Mercedes-BenzCitaro G BueTec Hybrid
Degree of Hybridisation Plug-In Hybrid
Drivetrain Configuration Serial Hybrid
Combustion EngineElectric MotorSystem (Total) Power
160 kW, Diesel4x 80 kW In-Wheel Motor (IM)
320 kW
System Voltage 24 V / 650 V
(Traction) Battery 27 kWh, LiIon
Electrical Reach 10 km, 80 km/h
Specific Consumption (for 1oo km) 26 – 30 %
Topics
IntroductionMotivation Challenges & Opportunities
Electric & Hybrid Cars Drivetrain Architecture & Components Electric & Hybrid Concepts
HV-System High Voltage Power Supply Batteries Charging Modes Charging Stations
Folie 64
Folie 65
The Electrical Network
Electrical Networktransmits
electrical energyand
signals
The electrical network consists of cables, wires,
connectors, relays etc.
ECU
μC
ECU
μC
Controller
StarterBosch
GeneratorBosch
other loads
Folie 66
As more and more functions in an car a released by electrical motors and actuators, the demand for electrical power is constantly increasing. For a fixed voltage, a higher load power results in a higher load current. Higher currents, however, require larger wire diameter to limit the transmission loss (I2R) and the temperature increase.
The Electrical Energy Network
Cur
rent
Power
The power of the traditional 14 V low voltage power supply is limited to about 5 kW. For traction application a higher power is required. In order to provide that power, it became necessary to introduce another voltage level.
Practice has shown that an automotive low-volt systems can be realized, with reasonable technical (and financial) effort for steady-state currents up to 200 A - 300 A. Current values of 200 A are considered borderline and values of 300 A critical.
Folie 67
The High Voltage Power Supply Network
With the increase in voltage comes the increased risk of electrical shock. Voltages of above 60 V dc and 30 V ac are considered dangerous. Special measures need to be applied to prevent dangerous touch voltages during normal operation, maintenance and accidents.
The implementation of these safety measures requires a strict separation of the high voltage (HV) side from the low voltage (LV) side.
The cost of implementing the safety measures is related to the systems voltage. Whereas the low voltage side has defined voltage levels of 14 V (passenger cars), 24 V (trucks) and 48 V, the automotive high voltage is defined more generally:
60 V dc to 1.500 V dcrespectively
30 V ac to 1.000 V ac
LVHV
The final voltage level is chosen by the supplier, taking the following considerations into account:- technical necessity (efficiency, losses, heat)- costs of providing isolation and ensuring safety
As the standard components for the low voltage side are already available at low cost, an electric or hybrid vehicle usually operates with two system voltages.
Folie 68
HV-Power Supply LV-Power Supply
HV-Batterie
Fahrzeugfunktionen: CAN, TTCAN, FlexRay
Infotainment, MM,
Car-to-Car, Car-to
Chassis
NV-BatterieDC-DC Wandlermit
Galvanischer Trennung
BM
S
Kommunikation
AC
Motorsteuerung
NV-BordnetzNV-Bordnetz
FahrsteuerungTraktionsmotor
Kommunikation
The High Voltage Power Supply Network
Structure of a Multi-Voltage Power Supply Network
Folie 69
E/E-A
rchitektur
Start-Stop Systems
Micro Hybrid Mild-Hybrid Full-Hybrid / Plug-In Hybrid
Battery Electric
max. Power < 3 kW < 4 kW < 10 kW < 14 kW < 20 kW 100 kW 200 kW
System Voltage (1 14 V 14 V 48 V 48 V 150 V 350 V 600 V
max. Current < 250 A < 350 A < 250 A < 400 A < 200 A < 350 A < 350 A
14 V48 V
120 V
1 kV
1 kWh
200 V
3 kW12 kW
> 14 kW
> 100 kW> 50 kW
5 kWh >20 kWh
battery electricvehicles
Pra
ctic
al C
urre
nt L
imit
200A
–30
0A
The High Voltage Power Supply Network
Folie 70
Antriebstrang
The Components of the High Voltage Network
In addition to the traction motor and the frequency converter, an electric vehicle requires further (power electronic) equipment for operation. Power can be transmitted from the HV to the LV-side via a DC / DC converter. The battery is charged via the integrated charger. And of the power flow to and from the low voltage side is controlled. Additional converters are required for high-load appliances such as air conditioning / heating, x-by-wire, etc.
Folie 71
ElektrischeEnergiespeicher
Traction BatteryIn electric cars it is not practical to continuously supply the traction energy by a cable and a pantograph (as with electric trains). Therefore the energy required for travelling must be storred carried by the vehicle. In electric and hybrid vehicles the energy is stored electro-chemical in batteries.
Different battery technologies are available. The various technologies differ, sometimes considerably with respect to their energy and power density, as well as cost, efficiency, safety, availability of materials and the number ofsuppliers of commercial products.
In electric vehicles the energy and power density are of special importance, since the former determines the range and the later determines maximum speed. Therefore, modern battery-electric vehicles use Li-ion batteries for traction.
Rag
one-
Dia
gram
for
Elec
tric
al E
nerg
y St
orag
e Sy
stem
sEl
ektr
ifizi
erun
gde
s An
trie
bsst
rang
es; H
. Tsc
höke
Spec
ific
Pow
er (W
/kg)
Specific Energy (Wh/kg)
Folie 72
ElektrischeEnergiespeicher
Lithium-Ion-BatteriesThe term lithium-ion battery is used generally for battery technologies based on lithium, which are operating on the same principle but differ (mainly) in the material composition of the electrodes. The choice of material of the electrodes results in different lithium-ion batteries with type specific cell voltages and capacities.
Cat
hode
Anod
e
Voltages Levels ofLiIon Battery-SystemsKraftfahrzeug-Hybridantriebe; K. Reif et. al.
LiIon Electrode Materials
Cathode
Lithium-Mangan-Oxide LMO LiMn2O4
Lithium-Kobalt-Oxid LCO LiCoO2
Lithium-Nickel-Mangan-Kobalt-Oxide NMC LiNi0,33Mn0,33Co0,33O2
Lithium-Nickel-Kobalt-Aluminium-Oxide NCA LiNiCo0,85Al0,15O2
Lithium-Eisen-Phosphat LFP LiFePO4
Lithium-Eisen-Mangan-Phosphat-Oxid LFMP LiFeE0,15Mn0,85PO4
Anode
Lithium-Titanat LTO Li4Ti5O12
Silizium Legierung, Aluminium Legierungen LiSi, A Li22Si5, LiAl
Graphit C LiC6
Lithium-Metall Li-Metall Li
Folie 73
ElektrischeEnergiespeicher
Lithium-Ion-BatteriesThe term lithium-ion battery is used generally for battery technologies based on lithium, which are operating on the same principle but differ (mainly) in the material composition of the electrodes. The choice of material of the electrodes results in different lithium-ion batteries with type specific cell voltages and capacities.
Cat
hode
Anod
e
Voltages Levels ofLiIon Battery-SystemsKraftfahrzeug-Hybridantriebe; K. Reif et. al.
Discharge Curves of LiIon Battery SystemsEnergiespeicher; M. Sterner, I. Stadler
Folie 74
ElektrischeEnergiespeicher
Cell Voltage Levels and save Operation Area for different Combinations of Electrode Materials green – no safety riskRed – safety riskElektrifizierung des Antriebsstranges; H. Tschöke
Lithium-Ion-BatteriesThe choice of material, however, also defines costs, lifetime and safety. In some combinations are considered critical if certain voltage limits are exceeded. Electronic protection circuits must monitor cell voltage and prevent, even in case of failure, a safety hazard.
Folie 75
ElektrischeEnergiespeicher
Akkumulatoren: Lithium-Ionen-Batterien
HV-Batteries: Material Combinations & Cell TypesRoadmap Batterie-Produktionsmittel; VDMA
Lithium-Ion-Batteries
Quelle: Saft Quelle: Lithium Energy Japan
Quelle: AESCZylindrisch
Zylindrisch
Prismatisch
Pouch
Folie 76
Hybridfahrzeuge
Battery SystemsThe basic building block of a battery is a cell. The cell voltage usually is between 1.2 V and 5 V. In order to reach higher system voltages, cells the same type and nominal data can be connected in series. In order to reach higher system capacity, cells the same type and nominal data can be connected in parallel.
The cells are packed in cell stacks with a maximum voltage of usually below the safety critical 60 V. This allows the handling of the battery pack without special safety measures.
The cell stacks are connected together to form a battery system.
Different electric / electronic safety and monitoring systems are implemented on stack and systems level.
Cell Cell Stack Battery
Cell-Supervisory-CircuitCell-Balancing-Circuit
Battery-Management SystemFusesContactor for disconnecting the battery from the power network
Current and Temperature Sensor for supervision
Isolation Monitoring for providing safety
Folie 77
Hybridfahrzeuge
VW e-Golf
Battery TypeCathode Material
Li-IonLithium-Nickel-Mangan-Kobalt-Oxide - NMC
Rated CapacityRated Voltage
24,2 kWh323 V
Connection: pack
cell
17 stacks with 4s3p+ 10 stacks with 2s3p
Panasonic prismatic cells with 3,7 V / 25 Ah
Battery Weight 318 kg
Energy Density 160 Wh/kg
Battery Systems
Battery Systems
Folie 78
4s3pUmodul_1 = 14,8 VCmodul_1 = 75 Ah
2s3pUmodul_2 = 7,4 VCmodul_2 = 75 Ah
17x 4s3pUsystem_1 = 251,6 VCsystem_1 = 75 Ah
10x 2s3pUsystem_2 = 74 VCsystem_2 = 75 Ah
17x 4s3p + 10x 2s3pUsystem = 325,6 VCsystem = 75 Ah Esystem = 24,4 kWh
Folie 79
Hybridfahrzeuge
Tesla S
Battery TypeCathode Material
Li-IonLithium-Nickel-Kobalt-Aluminium-Oxid - NCA
Rated CapacityRated PowerRated Voltage
85 kWh
400 V
Setup: SystemPackCell
16 Module in Serie6 Gruppen in Serie mit je 74 Zellen parallel
Panasonic Rundzellen (Typ: 18640) mit 4,35 V / 3,25 Ah
Battery WeightBattery Volume
544 kg
Power DensityEnergy Density 160 Wh/kg
Warranty 8 Jahre mit unbegrenzter Laufleistung (1(1 auf Funktionsfähigkeit
(nicht Kapazität)
Battery Systems
Folie 80
Hybridfahrzeuge
NissanLeaf
Battery TypeCathode Material
Li-IonLithium-Manganoxid - LMO
Rated CapacityRated PowerRated Voltage
(24 kWh) / 21,3 kWh90 kW360 V
Setup: SystemPackCell
48 Module in Reihe2 Gruppen in Serie mit je 2 parallele Zellen
AESC Pouch Zellen mit 3,8 V / 33 Ah
Battery WeightBattery Volume
218 kg
Power DensityEnergy Density
410 W/kg110 Wh/kg
Warranty 5 Jahre oder 100.000 km
Battery Systems
Folie 81
Hybridfahrzeuge
BMWi3
Battery TypeCathode Material
Li-IonLithium-Manganoxid - LMO
Rated CapacityRated PowerRated Voltage
(21,6 kWh) / 18,8 kWh
360 V
Setup: SystemPackCell
8 Module in Reihe12 Zellen in Reihe
Samsung SDI prismatische Zellen mit 3,7 V / 60 Ah
Battery WeightBattery Volume
230 kg
Power DensityEnergy Density 95 Wh/kg
Warranty 8 Jahre oder 100.000 km
Battery Systems
Folie 82
Hybridfahrzeuge
BMWC Evolution
Battery TypeCathode Material
Li-IonLithium-Manganoxid - LMO
Rated CapacityRated PowerRated Voltage
(8 kWh) / 7 kWh
133 V
Setup: SystemPackCell
3 Module in Reihe12 Zellen in Reihe
Samsung SDI prismatische Zellen mit 3,7 V / 60 Ah
Battery WeightBattery Volume
65 kg30 l
Power DensityEnergy Density 123 Wh/kg (auf Zellebene)
Warranty 5 Jahre oder 50.000 km
Battery Systems
Folie 83
Hybridfahrzeuge
KiaSoul EV
Battery TypeCathode Material
Li-IonLithium-Nickel-Kobalt-Mangan - NMC
Rated CapacityRated PowerRated Voltage
(30,5 kWh) / 27 kWh90 kW360 V
Setup: SystemPackCell
8 Module 192 Zellen
SK Innovation Pouch Zellen mit 3,7 V / (43 Ah) 38 Ah
Battery WeightBattery Volume
277 kg
Power DensityEnergy Density (110 Wh/kg) / 98 Wh/kg
Warranty 7 Jahre oder 150.000 km
Battery Systems
Folie 84
Today, electric cars are charged via conductive systems.Inductive charging systems are in development.Charging
Conductive AC charging uses the on-board charging unit of the vehicle. In this case, the vehicle is connected by means of a suitable supply device (charger, wall box) with the one or three phases AC voltage grid
The on-board charge converts the alternating supply current into the direct current required for charging the battery. in the vehicle.
,
With conductive DC charging, the charger unit is outside the vehicle. The battery is charged directly from the DC charger, with the charging being controlled by the battery.
,.
DC-Schnellladetechnologie; ABB
Charging Modes4 charging modes for wired charging are defined in standard DIN EN 61851-1. Modes 1 to 3 are related to AC charging with the on-board charger, charging mode 4 describes the DC charging by an "off-board charger".
Apart from the basic distinction between AC charging and DC charging, the charging modes differ mainly with respect to the max. charging power and the communication and security interface to the vehicle.
3.7 kW (16 A)11 kW (16 A)
Maximum Power:Single Phase:Three Phase:
7.4 kW (32 A)22 kW (32 A)
14.5 kW (63 A)43.5 kW (63A)
DC low: 38 kWDC high: 170 kW
Communicationand Safety:
nonevia domestic installations
via in-cablecontrol box
viacharging station
viacharging station
Currently three systems are competing for dc-charging:- compatible with Type 2 and
preferred in Germany, the Combined-Charging System
- originating in Japan and with currently the most installations worldwide, CHAdeMO
- and the property Supercharger system from Tesla.
Folie 86
Connector Types
Pinning Connector Typ 2Mennekes
Connector types for charging are described in standard IEC 62196-2 (AC) and IEC 62196-3 (DC). Regional preference has lead to the definition of different connector types.
From 2017 the connector type 2 is mandatory for AC charging in Europe.
Phoenix Contact
Charging Systems
Private Sector(private garage, carport, parking space)
Only small to medium power requirements, due to long parking times.
Charging Time: 120 minutes … 8 h
Power Requirements: 3,7 kW … 7,4 kW
Capacity: 1 vehicle / day
Folie 87
Half-Private Sector(company parking space)
Medium power requirements, due to long parking times.
Charging Time: 120 minutes … 8 h
Power Requirements: 3,7 kW … 11 kW
Capacity: 2 - 3 vehicles / day
Charging Systems
Half Public Sector(car park, shopping centre, …)
Intermediate top-up only sensible with high charging power.
Charging Time: 30 minutes … 1 h
Power Requirement: 22 kW
Capacity: 5 - 12 vehicles / day
Public Sector(public charging stations at public roads / motorways, …)
Highest power required for fastest charging at low battery levels.
Charging Time: 15 minutes … 30 minutes
Power Requirement: > 50 kW
Capacity: 12 - 20 vehicles / day
Folie 88
Terr
a SC
Com
mer
cial
Cha
rger
, AB
B
All New???
Folie 89
Following the steam engine, electrical machines were used as engines for traction applications well before the arrival of the combustion engine.
The Beginning of Motorisation
1712Erfindung
der DampfmaschineThomas Newcomen
1821erste konstante Rotation
durch ElektromagnetismusMichael Faraday
1860erster 4-Takt Motor
Christian Reithmann
1859erster (2-Takt) Gasmotor
Étienne Lenoir
1830er Jahreerste praxistaugliche
Elektromotoren Sturgeon, Davenport, Jacobi etc.
1800Erfindung der
elektrischen BatterieAlesandro Volta
1804erste
EisenbahndampflokomotiveRichard Trevithick
1769erster Straßendampfwagen
der Fardier (Lastenschlepper)Nicholas Cugnot
1776erstes Dampfschiff
Claude François d’Abbans
1886Benz Patent-Motorwagen
Carl Benz
1863erstes Straßenfahrzeug
mit GasmotorÉtienne Lenoir
1839erster Elektrokarren
Robert Anderson
1843erste Elektrolokomotive
Robert Davidson
1881erstes elektrisches Fahrrad
GustaveTrouvé
1882erstes Elektroauto
W. Ayrton & J. Perry
1750 1800 1850 1900
1854Erfindung Bleiakku
Wilhelm J. Sinsteden
Tricycles
1881 präsentierte Gustave Trouvé auf der internationalen Elektrizitätsausstellung in Paris ein mit einem elektrischen Antrieb modifiziertes dreirädriges Fahrrad. Der Motor des Tricycle hatte eine effektive Leistung von 700 W. Die Stromversorgung erfolgte über einen hinter dem Fahrer montierten 12 V Bleiakku. Über einen Schalter am Bremshebel wurde der Elektroantrieb zugeschaltet. Das Fahrrad erreichte eine Geschwindigkeit von 12 km/h.
1881: Erstes E-BikeG. Trouvéwikipedia.de
1875 1900 1925
1881erstes elektrisches
FahrradGustaveTrouvé
1882 präsentierten die Engländer William Edward Ayrton und John Perry ein elektrisches Dreirad, das Ayrton & Perry Electric Tricycle. Im Gegensatz zu TrouvésFahrzeug besaß dieses Tricycle keine Pedale mehr und war somit vollständig auf den Elektroantrieb angewiesen.
Der Motor leistete 370 W und die unter der Sitzbank ange-ordneten Bleiakkumulatoren hatten eine Kapazität von 1½ kWh und eine Spannung von 20 V. Damit erreichte dasFahrzeug eine Geschwindigkeit von 14 km/h und hatte eineReichweite von bis zu 40 km.
Die Geschwindigkeit wurde über einen Batteriezellen-Schalter, durch Zu- und Abschalten der 10 Akkumulator-zellen, gesteuert.
Das Ayrton & Perry Tricycle ist das erste Fahrzeug mit elektrischem Licht. 1881: Ayrton & Perry Electric Tricycle
wikipedia.de
1875 1900 1925
1882erstes straßentaugliche
ElektroautoW. Ayrton und J. Perry
1881erstes elektrisches
FahrradGustaveTrouvé
Tricycle
ElektroautoAls erstes vierrädriges Elektroauto gilt der Flocken Elektrowagen aus Coburg, erbaut im Jahre 1888.
Bei diesem Fahrzeug handelte es sich, ähnlich wie später bei G. Daimler, um eine umgebaute Kutsche. Das Fahrzeug wurde von einem 700 W Elektromotor angetrieben und hatte als Energiespeicher einen etwa 100kg schweren Bleiakku. Das Fahrzeug fuhr in einer ersten Fahrt in 2½h Stunden etwa 30 km weit.
Die elektrische Energie zum Aufladen der Akkus wurde regenerativ über einen von Wasser angetriebenen Generator erzeugt.
1888: Flocken Elektrowagen (Rekunstruktion)wikipedia.de
1875 1900 1925
1882erstes straßentaugliche
ElektroautoW. Ayrton und J. Perry
1881erstes elektrisches
FahrradGustaveTrouvé
1888erster
Elektro-PKWFlocken Elektrowagen
Elektroauto
1899 wurde vom Belgier Camille Jenatzi mit seinemElektroauto „La Jamais Contente“ erstmalig für ein Straßenfahrzeug eine Geschwindigkeit von mehr als 100 km/h, nämlich 105 km/h, erreicht.
Die Bauweise in Form eines Torpedos war eine der ersten, die nach aerodynamischen Gesichtspunktenentwickelt wurde. Das Fahrzeug wurde von zwei25 kW Gleichstrommotoren angetrieben und hatte als Energiespeicher eine etwa 850 kg schwere Batterie mit einer Kapazität von 135 Ah und einer Spannung von 200 V.
Dies war sogleich der letzte von einem elektromotorisch betriebenen Straßenfahrzeug aufgestellte Geschwindigkeitsrekord. 1902 wurde dieser Rekord von einem verbrennungs-motorisch angetriebenen Fahrzeug mit einer Geschwindigkeit von 122 km/h gebrochen.
1899: La Jamais Contentewikipedia.de
1875 1900 1925
1899Geschwindigkeitsrekord
La Jamais Contente
1882erstes straßentaugliche
ElektroautoW. Ayrton und J. Perry
1881erstes elektrisches
FahrradGustaveTrouvé
1888erster
Elektro-PKWFlocken Elektrowagen
Elektroauto
1900 wurde auf der Weltausstellung von Paris daserste Allradfahrzeug präsentiert. In dem von Ferdinand von Porsche für die Wiener Lohner Werke konstruierte Wagen kamen 4 Radnaben-Motoren mit jeweils 7 PS zum Einsatz. Damiterreichte das Fahrzeug eine Geschwindigkeit von ca. 60 km/h und hatte einen Wirkungsgrad von 83 %.
Die Batterien hatten ein Gewicht von 1800 kg undeine Spannung von 80V.
1900: Lohner-Porsche mit Allradantriebwikipedia.de
1875 1900 1925
1899Geschwindigkeitsrekord
La Jamais Contente
1882erstes straßentaugliche
ElektroautoW. Ayrton und J. Perry
1881erstes elektrisches
FahrradGustaveTrouvé
1888erster
Elektro-PKWFlocken Elektrowagen
1900Erster Allradantrieb
Lohner-Porsche
Elektroauto
Das erste Hybridauto wurde in Spanien gebaut.Die „la Cuadra“ hatte einen 3 kW Elektromotor undeinen zusätzlichen 5 PS Verbrennungsmotor, der einen Dynamo antrieb um die Batterien des Fahrzeuges aufzuladen.
Auch F. v. Porsche präsentierte 1901 auf dem Automobilsalon von Paris einen Hybrid-Antrieb, den Semper Vivus. Zur Stromerzeugung in-stallierte er in der Fahrzeugmitte zwei wasser-gekühlte 3,5 PS Benzinmotoren, die zwei Generatoren mit je 2,5 PS antrieben. Beide Motoren arbeiteten getrennt voneinander und lieferten jeweils 20 A bei einer Spannung von 90 V an zwei je 2 kW starke Radnabenmotoren, wobei die Überschussleistung an die Batterien weitergeleitet wurde. Das Fahrzeug erreichte so eine Höchstgeschwindigkeit von 35 km/h und eine Reichweite von 200 km. Leicht verändert wurde das Auto ab 1902 als „Mixte“ in Serie gefertigt.
1901: Semper Vivus (später Mixte)Porsche AG
1875 1900 1925
1899Geschwindigkeitsrekord
La Jamais Contente
1882erstes straßentaugliche
ElektroautoW. Ayrton und J. Perry
1881erstes elektrisches
FahrradGustaveTrouvé
1888erster
Elektro-PKWFlocken Elektrowagen
1900Erster Allradantrieb
Lohner-Porsche1899erstes Hybridauto
La Cuadra, Spanien
1902Erste Serienfertigung
eines HybridautosLohner-Porsche Mixte
1900 - 1925(Beispiel USA)
Um die Jahrhundertwende waren Dampfantrieb, verbrennungsmotorischer Antrieb und elektrischer Antrieb gleichermaßen vertreten. Aufgrund des begrenzten Minimierungspotenzials verlor der Dampfantrieb schnell an Bedeutung. Aber auch Elektroautos verloren trotz steigender Produktionsstückzahlen in einem wachsenden Markt stetig an Bedeutung. 1912 waren in den USA ca. 900.000 Autos registriert, darunter 33.842 Elektroautos. Schon 1921 wurden von insgesamt 9 Mio. zugelassenen PKWs nur noch 18.200 elektrisch betrieben.
1900 1950 2000
Elektro Verbrenner Dampf Total
1899 1.575 (38%) 936 1.681 4.192
1904 1.495 (7%) 18.699 1.568 21.762
1909 3.826 (3%) 120.393 2.375 126.594
1912 ca. 10.000
1914 4.669 (1%) 564.385 569.054
1924 391 (0,01%) 3.185.490 3.185.881
Neuzulassungsstatistik U
SAA
utomotive Electricity: Electric
Drive; J. B
erettaThe Electric
Car; M
. H. W
estbrook
1912Production Peak
10.000 units
1924Marginal Production
391 units
1900Open Contest
201463.325 newly registered
Battery Powered EV
201110.046 newly registered
Battery Powered EV
Als Reaktion auf den Zero-Emission-Act führte GM 1996 den EV1 als erstes modernes, von einem großen Automobilhersteller ausschließlich für den Elektroantrieb entwickeltes Serienfahrzeug ein. Zwischen 1993 und 1996 wurden 1.117 Fahrzeuge verleast, aber 2003 wieder eingezogen.
1997 brachte Toyota mit dem Prius das erste Großserienmodell mit eingebautem Hybridmotor auf den Markt. Der Prius wird inzwischen in 3ter Generation gebaut. Seit der Serieneinführung wurden bis Mitte 2013 über 3 Mio. Fahrzeuge verkauft.
2006 stellte Tesla Motors den Tesla Roadster vor. Zwischen 2008 und 2012 wurden ca. 2.500 Einheiten verkauft.
2013 startete die Produktion des BMW i3, der erste in Deutschland für die Großserie als reines Elektrofahrzeug konzipierte PKW.
Marktreifeprozess
1990 2020
1997Prius
Toyota
1990Zero-Emission-ActCalifornia
2008 - 2012Produktion des Tesla Roadster
Tesla Motors
2013BWM i3
BMW
1996 - 1999Produktion des EV1
GM
2011 - 2016AmperaOpel
2000 2010
2010 2020
2013BWM i3
BMW
2013E-up!VW
2014Soul EVKia
2009i-MiEV
Mitsubishi
2011TwizyRenault
2012Focus ElectricFord
2012Model S
Tesla Motors
2016Model XTesla Motors
2016IoniqHyundai
2008 - 2012RoadsterTesla Motors
2010Leaf
Nissan
2012smart evsmart
2014e-GolfVW
2016CitroenE-Mehari
2014B 205 eMercedes-Benz
2016R8 e-tronAudi
2017Model 3Tesla
2018E-BaureihePorsche
2020ELA
Mercedes-Benz
2018Q6 e-tronAudi
2017Chevi Volt EuropaOpel
2018E-BulliVW
2018Model YTesla Motors
2018ELCMercedes-Benz
2020i5
BMW
2013ZoeRenault
Elektroautos der Gegenwart