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Testing and Evaluation Challenges of Electrified Vehicles
eMobility in the USAHannover, Germany
April 6th, 2011
Henning Lohse-Busch, Ph.D.APRF (Advanced Powertrain Research Facility)
Disclaimer
This a research engineers perspective on the challenges with eMobility in the US
No solutions will be provided, but hopefully some points will be clarified
This presentation is based on work from the Argonne’s APRF team
2
3
US National Laboratories for DOE Research
Pacific Northwest
Lawrence Berkeley
Lawrence Livermore
Los AlamosSandiaOak Ridge
Argonne
Brookhaven
Nat’l RenewableEnergy Lab.
Idaho Nat’l Lab.
4
Argonne Is One of Department of Energy’s Largest Research Facilities
A national laboratory, chartered in 1946
Operated by the University of Chicago and others for the U.S. Department of Energy
Major research missions include basic science, transportation, and advanced energy technologies
About 2,901 employees, including about 1,001 scientists and engineers, of whom 751 hold doctorate degrees
Annual operating budget of about $470 million (~80% from DOE)
Unique Facilities Coupled with a Depth of Expertise in Basic Science and Applied Engineering pushes the Frontiers of Transportation Research at Argonne
Transportation Hutch
APS – x-rays
Materials Research • Battery electrodes• Fuel cell catalysts• Tribology
Advanced PowertrainResearch Facility
End of Life Vehicle Recycling Modeling and Simulation
AutonomieGREET
High PerformanceComputing
Fuel Cell andBattery Testing
Testing and Validation
Basic and AppliedCombustion Research
5
Outline
US goals for electrified vehicles
Fundamental differences between the US and the World
Advanced technology vehicles
Chassis dynamometer testing of vehicles
Hybrid Electric Vehicles research
Plug-in Hybrid Electric Vehicle research
Electric Vehicles research
Factors impacting of fuel andenergy consumption
Well to Wheel analyses
6
Revolution in Transportation Sector
Concerns are Coalescing:
Energy Security
Foreign Oil Dependence
Economic Security
Trade Deficit
U.S. Jobs
GHG
But, Headwinds remain:
Fragile but recovering U.S. auto industry
– Investment and ER&D requirements
Volatility in Fuel Prices
Consumer Acceptance
Affordability
Infrastructure readiness
Performance expectations
CAFE/CO2 regulations for light duty and heavy duty vehicles
7
Electrified Vehicle Goal:1,000,000 Plug-In Vehicles by 2015
This goal includes BEVs and PHEVs. Technologies enabled by Lithium Ion battery technology advances.
Announced OEM production plans total 1.2 M Evs by 2s015 cumulatively (further OEMs are expected to market EVs)
DOE’s actions: Investments (R&D and productions), Demonstrations and Incentives
3 and 2.4 billion dollars investment loans in Battery Facilities and support for EV component
8
“With more research and incentives,we can break our dependence on oilwith biofuels, and become the firstcountry to have a million electric
vehicles on the road by 2015”- President Barack Obama, 2011 State of the Union
U.S.DOE Advanced Vehicle Technology R&D Has a Diverse Portfolio
Fuels Technology• Bio-Based Fuels• Clean/Efficient Combustion
Fuel Characteristics• Intermediate Blends• Advanced Lubricants
Materials Technology
• Lightweight Structures• Lightweight Materials• Processing/Recycling/
Manufacturing• Design Data Test Methods• HTML • Propulsion Materials
Advanced Combustion Engine R&D• Low Temperature Combustion R&D• Emission Controls• Light- & Heavy-Duty Engines• Waste Heat Recovery• Health Impacts
Fuels Technology• Bio-Based Fuels• Clean/Efficient Combustion
Fuel Characteristics• Intermediate Blends• Advanced Lubricants
Technology Integration• EPAct/EISA• Rulemaking• SuperTruck• Clean Cities• EcoCAR• GATE
Materials Technology
• Lightweight Structures• Lightweight Materials• Processing/Recycling/
Manufacturing• Design Data Test Methods• HTML • Propulsion Materials
Hybrid Electric Systems• Advanced Batteries• Power Electronics& Machines
• HEV & PHEV• Systems Analysisand Testing
• Electrification/Smart Metering• Aerodynamics, RollingResistance & AccessoryLoads
Advanced Combustion Engine R&D• Low Temperature Combustion R&D• Emission Controls• Light- & Heavy-Duty Engines• Waste Heat Recovery• Health Impacts
9
Government-Industry Partnership: Advanced Propulsion Portfolio Vision
TransportationEnergy
Infrastructure
Petroleum (Conventional & Alternative Sources)
Bio Fuels (E10, E85, Cellulosic Ethanol, Bio-diesel)
Hydrogen (Conventional & Non-Carbon)
Electricity (Conventional & Renewable Sources)
Energysecurity
Environmental stewardship
Economic growth
Improve Vehicle
Fuel Economy
and Emissions
DisplacePetroleum
Hybrid ElectricVehicles (incl. PHEV)
IC Engine andTransmission
Advances
Battery ElectricVehicles
(incl. range extension)
Hydrogen Fuel Cell Vehicles
DOE and FreedomCar and Fuel Partnership10
IEA Roadmap Targets for EV/PHEV*
“ Roadmap Vision – industry and governments should attain a combined EV/PHEV sales share of at least 50% of LDV sales worldwide by 2050.” ……
“These EV and PHEV production and sales targets will be very challenging to achieve and will require strong policies in countries around the world to move rapidly toward this transition to new vehicles and fuels.”
*Technology Roadmap, Electric and plug-in hybrid electric vehicles (EV/PHEV), International Energy Agency 200911
Cost Remain High – Research and Invention Still Needed
(1) Source: Rousseau, A, Argonne, Cost of Fuel $4/gal, Electricity $0.10/kWh with 2012 DOE Cost Goals of 27$/kw power battery and $500/kwh for energy battery12
PHEV Battery Cost per kW·h
APEEM Cost per kW
System Cost from DOE
$1,000 - $1,200
$700 - $950
Goal = $300
Goal = $500
2010
2012
2014
2008
2015
$19
$22
Goal = $17
Goal = $12
2012 Payback Still Too Long (1)
Differences between US and Europe
13
Difference between Europe and USA:Distances and Transportation Infrastructures
In the US– The average distances driven are longer
– The public transportation system is not as elaborate
14
*Satellite photos: www.sciencephoto.com
Difference between Europe and USA Fuel Economy, Fuel consumption and ‘MGP illusion’
15
EPA began the label revision thinking it was about time to change to consumption, focus groups steered them back to MPG. Too bad!
FE 50%FC 33%
FE 25%FC 20%Truck
Compact HEV
Plug-in Hybrid Electric Vehicle
Fuel Economy = Distance / Fuel
125 gal saved over 10,000 mi
~84 gal saved over 10,000 mi
Advanced Technology Vehicles
16
What are Advanced Technology Vehicles?
Hybrid vehicles
Plug-in hybrid vehicles
Battery Electric vehicles
Alternative fuel vehicles– Hydrogen
• Internal combustion engine
• Fuel cell
– Diesel
OEM proprietary prototypes
Plug-in hybrid conversion vehicles
Conventional vehicles: – down sized boosted engine
– 7 speed dual clutch transmissions
Jetta TDI (bio-fuels)Ford TADA PHEVSupplier BEV prototype
BEV Tesla
HydrogenFuel cell
Hydrogen internal combustion engine
ANL PHEV prototype
Road Vehicle
Electrified Vehicle
Plug-in Vehicle
Battery Electric Vehicle (BEV)
PHEVEREV
Charge Sustaining (CS) Hybrid Electric Vehicle (HEV)
Fuel Cell VehicleIdle-StopVehicle
Conventional Vehicle (CV)
Categorizing Electrified Vehicles
18
ANL proposed vehicle terminology map for SAE J1715
Increased electric power and energy
Increased electric power and energy
How to test and evaluate vehicles, to obtain efficiency gains for affordable transportation …
19
ARGONNE’S OBJECTIVE: Provide to DOE and Partners the Best Advanced Vehicle Test Data and Analysis
Advanced Powertrain Research Facility (APRF)– Purpose built for DOE benchmarking
– State-of-the-art 4WD chassis dynamometer
– Custom multi-input data acquisition specific to hybrid vehicle instrumentation
Staff at cutting edge of test procedures for new advanced vehicles
Inventing new and novel instrumentation techniques
20
“Be the eyes and ears of automotive
technology development”
APRF since 2002
What is a Chassis Dynamometer?
Layman's version:– Treadmill for cars
Engineering version:– Metal rollers connected to a
device which emulates the vehicle inertia and the vehicle road load that the vehicle experiences on a real road
Vehicle clamp down
Chassis dynamometer
roll
21
Why Bother with Dynamometer Testing?
Dyno features• Controlled test cell
(temperature, humidity, solar load, …)
• Standard drive cycles• Repeatability of results • Laboratory emission equipment
and instrumentation stationary in test cell
Dyno Benefits:• Repeatable emissions and
energy consumption (fuel and/or electric energy consumption)
• Enables comparisons between different vehicles
• Vehicle development and calibration • Component calibration• Control strategy • System behavior
22
4 Wheel Drive Chassis Dynamometer
Front chassis dyno roll
Air flow simulator fan
Heated tailpipe emissions pipe
Vehicle front restraining
chains
Rear chassis dyno roll
Control roomWhy 4WD dyno’s?
For through the road parallel hybrids
Data acquisition
system
Fuel flow meter
23
Basic Instrumentation
24
Engine oiltemperature
Engine speed
Hioki power analyzer
Tested in 2WD (with dyno mode)
Select CAN1.Accel pedal position2.Engine speed3.Motor torque4.Battery V & A5.Battery SOC
Battery temp:•Vent in•Vent out
Dynamometer Vehicle Benchmark Testing Approach –Depth of Study Varies
25
Level 2:
Purpose: • Energy analysis, efficiency analysis on vehicle
and components• Component characterization in vehicle system
Engine
Battery
Complete and invasive instrumentation:• Incremental to level 1• Engine, shaft torque & speed sensors• All major power flows (mechanical, electric,…)• Component specific instrumentation
Hybridsystem
Power sensors
Electric
Emissions
TankFuel
Power Power
Charging
Other SensorsLevel 1:
Engine
Battery
Hybridsystem
Power sensors
Electric
Emissions
Tank
Charging
Other Sensors
Purpose:• Vehicle operating parameter study • Vehicle characterization (energy consumption, emissions level, performance)
Basics instrumentation:• Engine speed, fuel flow (bench), oil temp• Battery, Charger V I (Hioki)• CAN (if possible)• Further … if required (but still non invasive)
Drive Cycles
A drive cycle is a vehicle speed profile as a function of time
The driver follows the trace display on a screen
A drive cycle can be characterized by different factors avg speed, max acceleration, linear cycles, driven cycles, stop time…
26
0 200 400 600 800 1000 1200 14000
10
20
30
40
50
60
70
80
Time [s]
Spee
d [m
ph]
Phase x10Trace
Phase 1Known as:
-Bag 1
Phase 2Known as:
-Bag 2
EPA Certification City Test: UDDS
UDDS: Urban Dynamometer Driving Schedule
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0 200 400 600 800 1000 1200 1400 16000
10
20
30
40
50
60
70
80
Time [s]
Spee
d [m
ph]
PhaseTrace
Preparationcycle
Phase 1Real cycle
EPA Certification Highway Test: HWFET
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0 100 200 300 400 500 6000
10
20
30
40
50
60
70
80
Time [s]
Spee
d [m
ph]
PhaseTrace
29
EPA Certification Aggressive Driving Test:Emissions only until now
0 200 400 600 800 1000 12000
10
20
30
40
50
60
70
80
Time [s]
Spee
d [m
ph]
PhaseTrace
New European Drive Cycle (NEDC)
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Hybrid Electric Vehicles
31
Hybrid Electric Vehicles: Fuel efficiency gains depend on degree of hybridization
2010 Toyota Prius2010 Honda Insight Mini-E (BEV)Ford Fusion Hybrid Mercedes S400H
EPA City Label Fuel Economy [mpg] Energy consumption [Wh/mi]
Reason to test:• Value hybrid• Technology evolution
Civic CorollaFusion2.5 liter S350
NEDC [mpg]
Reason to test:•State of the art hybrid•Thermal recovery system
Reason to test:•High fuel economy in mid-size sedan•High speed EV operation
Reason to test:•First major OEM Lithium Ion battery pack hybrid
Reason to test:•Modern Electric Vehicle benchmark•SAE J1634 development
Point of interest:•Compromise of cost to hybrid system effectiveness
Point of interest :•PHEV ready HEV
Point of interest :•Larger EV operation increase driver impact on fuel economy
Point of interest :•Uses Air conditioning system to actively cool the battery pack
Point of interest :•Even aggressive driving yields a range over 100 miles
32
Mini Copper
Idle stop vehicles: Fuel Consumption Gains Vary by Certification Cycles
33
Notes:- All tests here are hot start tests- UDDS with Honda shift schedule-NEDC ANL repeatable shift schedule-AC eco mode enables engine idle stop 0
2
4
6
8
10
12
Standard SS disabled AC normal AC ecomode
Fuel
com
sum
ptio
n [l/
100k
m]
UDDS
0
2
4
6
8
10
12
Standard SS disabled AC normal AC ecomode
Fuel
com
sum
ptio
n [l/
100k
m]
NEDC (Bag 1)
5.7%
34.4%27.8% 13.8%
54.4%40.3%
UDDS17.8% vehicle stop
NEDC (City)30.6% vehicle stop
Start stop is more
popular in Europe, since
the gain is higher
Plug-in Hybrid Electric Vehicles
34
Plug-in hybrids: Consuming fuel as well as electrons
35
Full charge testStart 100% SOC and repeat drive cycle test until a charge sustaining test is achieved
Plug-in hybrids: a 2 dimensional challenge
Plug-in hybrids use energy from– Fuel (tank)
– Electricity (battery pack)
First the vehicle will deplete the battery energy and thus displace fuel
– Blended
– EV capable
Once the battery is depleted the vehicle operates in a charge sustaining mode
Fuel economy will change based on how far you drive
36
PHEV energy consumption
How to deduce a meaningful fuel economy for PHEVs?
SAE J1711 Recommended Practice for Measuring the Exhaust Emissions and Fuel Economy of Hybrid-Electric Vehicles, Including Plug-in Hybrid Vehicles
The utility factor weighted fuel economy attempts to represent the fuel economy that the ‘average’ US driver would obtain based on US driving statistics
This process requires– Information from a full charge test
• Charge depleting fuel economy
• Charge depleting range
• Charge sustaining fuel economy
– Utility factor equations
2001 NHTS Survey Data• 31,844 vehicles• 1,277,016 miles
Area under line is UF fraction
40 miles
Standards Development: SAE J1711 HEV and PHEV Test Procedures
38
Other Codes and Standards work around PHEVs
SAE J2841 Multi-Day Individual Utility Factor
The MDIUF alternative may be helpful in conveying average consumer experience with a particular PHEV
– Long distance drivers reduce the apparent utility of depleting operation in the Fleet Utility Factor (FUF)
ISO 23274-2 SupportHarmonization of PHEV Procedures
ISO Standards require many years to develop
ISO committee looking to a very precise method, but perhaps not always practical for routine testing
Settled on a method that is not in conflict with J1711
39
Battery Electric Vehicles
40
Good EV TestingExperience
41
• BEV testing and charging experience• Safe, accurate and smooth event• Experience with unusual cars
Charger efficiency is very important in the operating cost of EV!
42
Level 2: 88% grid to battery charging efficiency Level 1: 58% grid to battery charging efficiency
~1 kW charge rate
~5-6 kW charge rate
Today’s Problem with Testing EVs:
10 m
in
“Death by Urban”
250mi = 17+ hours of testing, no interruptions allowed
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
10 m
in
Proposed Shortcut Method for EV Testing
Test Product: Find Efficiency (AC Wh/mi) and Range (mi) for any given cycle
Constraint: Short-cut must provide repeatable results consistent with the longJ1634 method
Short-Cut Method in General:1. Find battery capacity (on-dyno)
2. Run test cycles (UDDS, HWY, US06) to find Efficiency
3. Use consumption and capacity data to find Range
44
0 200 400 600 800 1000 1200 1400 16000
10
20
30
40
50
60
70
80
Time [s]
Spee
d [m
ph]
PhaseTrace
0 200 400 600 800 1000 1200 14000
10
20
30
40
50
60
70
80
Time [s]
Spee
d [m
ph]
Phase x10Trace
0 100 200 300 400 500 6000
10
20
30
40
50
60
70
80
90
Time [s]
Spee
d [m
ph]
Phase x10Trace
X4 +( ) X2( )+ +Steady state speed until
‘empty’UDDS HWFET US06
Electric energy consumption for test cycle (DC kWh)Battery capacity determination
Start with a fully charged battery
Fully recharge the battery and measure the AC kWh consumption from the grid
Connecting to the Grid
45
Smart Vehicle-Grid Interface
Requires standard connectivity/communication protocols to minimize impact on automotive industry and utilities/grid operators (cost, complexity, reliability)
46
47
US EU CHINA JAPAN
Single-Phase (1Ø)
SAE J1772TM IEC 62196-2 Type 1 Type 2 SAE J1772TM *
Single-or
Three-Phase (1Ø or 3Ø)
IEC 62196-2 Type 2
IEC 62196-2 Type 3
SAE J1772TM
‘Hybrid’IEC 62196-2 Type 2
‘Hybrid’Mode 3 JEVS G105-1993
(CHADEMO)
* SAE J1772TM AC connector has also been adopted by Korea and Australia
China charge couplers (not standard yet) have unique
control signals and overall
physical shape
Japan CHADEMO
standard has unique
control signals and overall
physical shape
AC Charging
DC Charging
SAE and IEC AC standards have common control signals
SAE and IECworking toward harmonization of DC ‘Hybrid’
charge couplers
Global Differences in Connectivity
Codes and Standards – Drive for Harmonization(Test Procedures, Hardware, Communication Protocol …)
Factors with major impact on fuel and energy consumption
48
Air Conditioning Impact on Fuel and Energy Consumption
49
Ener
gy c
onsu
mpt
ion
[Wh/
mi]
UDDS
NO AC WITH AC
HWY
NO AC WITH AC
+29%
+71%
+82% +38%
+41%
+14%
•The drive cycles are completed at 95 deg F (35 deg C)•The AC impact can increase energy consumption by over 70%•Impact of air conditioning usage is largest in city driving since extra energy is consumed during stops•Electric vehicle energy consumption is most sensitive to air conditioning usage which has a direct impact on range
Driver Intensity Impact on Fuel and Energy Consumption
50
Ener
gy c
onsu
mpt
ion
[Wh/
mi]
0.8 1.0 1.2 1.4
Scaled UDDS (equivalent distance)US06
+14%
-12%
+20%-23%
+54%+16%
+18%
+41%
+56%
Increased Driving Intensity
•Electric vehicle energy consumption is most sensitive to driver aggressiveness which has a direct impact on range•Impact of driver intensity on energy consumption varies with vehicle type and powertrain
0 500 1000 15000
20
40
60
80
Spee
d [m
ph]
0.8 x UDDS
0 500 1000 15000
20
40
60
80
1.0 x UDDS
0 500 1000 15000
20
40
60
80
Time [s]
Spee
d [m
ph]
1.2 x UDDS
0 500 1000 15000
20
40
60
80
Time [s]
1.4 x UDDS
EPA’s new 5 Cycles Test for New Fuel Economy Label
EPA is changing the tests Fuel Economy test to addresses the mentioned effects
All 5 cycles existed before for emissions testing purposes but they were not all used to calculated Fuel Economy
51
HWFET @ 75 F
0 200 400 600 800 1000 1200 1400 16000
10
20
30
40
50
60
70
80
Time [s]
Spee
d [m
ph]
PhaseTrace
UDDS @ 20 F
0 200 400 600 800 1000 1200 14000
10
20
30
40
50
60
70
80
Time [s]Sp
eed
[mph
]
Phase x10Trace
US06 @ 75 F
0 100 200 300 400 500 6000
10
20
30
40
50
60
70
80
90
Time [s]
Spee
d [m
ph]
Phase x10Trace
0 100 200 300 400 500 6000
10
20
30
40
50
60
Time [s]
Spee
d [m
ph]
Phase x10Trace
SC03 @ 95 FFTP UDDS @ 75 F
0 200 400 600 800 1000 1200 14000
10
20
30
40
50
60
70
80
Time [s]
Spee
d [m
ph]
Phase x10Trace#1 Cold start
#2 Hot start
Classic cycles! Aggressive cycle! Extreme Temperatures!
Piece of these cycles compute into a
City and a Highway Fuel Economy
Final Question: Where does your Fuel and/or Electricity Come From?
52
ANL’s GREET Model Is Considered the “Gold Standard” for Total Lifecycle Analysis in
Transportation
Vehicle Cycle
Fuel Cycle
Well to Pump
Pump to W
heels
Results of Argonne’s assessments of new fuels and advanced vehicles have been used by federal and state governments, auto industry, and energy industry in their decisions.
US Electricity Mostly Comes From Burning Fossil Fuel(Impacts of margin electricity and time-of-day charging not included)
Source: EIA (www.eia.doe.gov)54
Mostly extracting work from burning fuelsin a thermodynamic cycle (like an engine)
And in the Future for the USA? The Same!
55Source: GREET from EIA (www.eia.doe.gov)
Almost there
56
Conclusions:www.transportation.anl.gov
The US goals in eMobility is to put 1 Million EV on the roads by 2016
The transportation needs are different in the US (longer distances)
Dynamometer testing offers repeatable fuel and energy consumption results which enables direct comparisons between different vehicle and powertrains
HEVs, PHEVs, BEVs all have different testing challenges
PHEVs results are particularly hard to explain to the consumer has the fuel and electric consumption vary based on the distance driven
Air conditioning and driver intensity have very large impaction and fuel and energy consumption which is now included in EPA’s new 5 cycle Fuel Economy testing
Upstream energy and emissions of fuel and/or electric are essential to determine the impact of an advanced technology vehicles in terms of energy efficiency and environmental impact
57
The more advanced, diverse and efficient the automotive technologies get the more the benefits depends on the consumer usage (driving distance and driving intensity)