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Start // Absatz // Listenebene Holistic Energy Analysis of Various Drivetrain Topologies Close to

Reality

Benedikt Hollweck / Christian Schnapp / Thomas Kachelriess

European GT Conference, Frankfurt am Main, 9th October 2017

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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 2

Agenda

1. What is a well-to-wheel analysis and why do we need realistic boundary conditions

and user behaviour?

2. Methodology for the approach to represent realistic boundary conditions and user

behaviour for a well-to-wheel analysis

3. Drivetrains modelled with GT-SUITE

• Plug-In Hybrid Electric Vehicle (ICE-PHEV)

• Range Extender Electric Vehicle (ICE-REEV)

4. Validation/Results of a previous FCEV simulation model

5. Analysis of power losses due to tire rolling resistance

6. Summary

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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 3

Well-to-Wheel Analysis

A well-to-wheel analysis is the rating of energy consumption and greenhouse gas

emissions arising on the path from the energy source to the wheel.

Evaluation criteria:

Well-to-Tank (WtT) Tank-to-Wheel (TtW)

Well-to-Wheel Analysis (WtW)

Fuel production Vehicle operation

Energy consumption Greenhouse gas emissions

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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 4

WtW-Analysis: CO2- and Energy comparison of EUCAR

reference vehicles 2020+Fuel Cell: High range (> 500 km), short refueling time (3 min), applicable for different vehicle concepts

Battery: Optimal operation in compact cars for the city traffic (200 - 250 km), recharging over night

Electric drivetrains are a real step to reduce energy consumption and GHG-emissions. Using EVs means a significant step forward.

*GHG: Green House Gas

Source:

JEC, Well-to-Wheel report (version 4), 2014

ICE = Internal combustion engine

BEV = Battery electric vehicle

FCV = Fuel cell vehicle

PHFCV = Plug-In hybrid fuel cell vehicle

0 120604020 200180160

25

50

75

100

125

150

FCEV

(Wind-Electricity, Grid, Centr.

Electrolysis, CH2, FCEV)

BEV

(Wind-/PV-/Water-Electricity,

Grid, Battery EV Li-Ion)

PH-FCEV

(Wind-Electricity, Grid, Centr. Electrolysis,

CH2, PlugIn Hybrid-FCEV)

FCEV

(NG 4000km, Centr. ref.,

Road, CH2, FCEV)

BEV

(EU-Electricity-Mix, Grid,

Battery EV Li-Ion)

Gasoline

Hybrid Gasoline

Diesel

Hybrid Diesel

CNG

Hybrid ICEICE

14010080

Battery-EV

Fuel Cell-EV

Energy Consumption Well-to-Wheel [MJ/100km]

GH

G*

Em

issio

ns [

g C

O2e

q/

km

]

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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 5

Reference vehicles Reference vehicles(small, medium, large)

SmallMedium Large

Methodology for the approach to represent realistic

boundary conditions and user behaviour for a WtW-analysis

0

1

2

3

4

5

6

7

8

9

10

0-1 1-2

2-3

3-4

4-5

5-6

6-7

7-8

8-9

9-1

0

10

-11

11

-12

12

-13

13

-14

14

-15

15

-16

16

-17

17

-18

18

-19

19

-20

20

-21

21

-22

22

-23

23

-24

Fre

qu

en

cy i

n %

Cluster 10 – 9 am23,59%Average value:7:061 hour simulation duration

Cluster 29 am – 1 pm23,39%

10:54

Cluster 31 – 4 pm19,82%

14:36

Cluster 44 – 7 pm23,16%

17:18

Cluster 57 – 12 pm10,05%

20:36

Starting time in h

Starting times (MiD)

Data of the study:

„Mobilität in Deutschland“ (MiD 2008)

GT-SUITE vehicle simulation model

Weighting factors of

the study “Mobilität

in Deutschland”

Results:

Realistic energy

consumption for a

typical German driver

4*5 climate clusters for Germany

Evaluation by track type

and track length

Results:

Realistic energy

consumption of a

specific user

Specific daytime,

track type and track

length

3 Artemis driving cycles User behaviour(Track-type, traffic

flow, typical driver)

Climate

boundary conditions

and start conditions

Fre

qu

en

cy

Driving distance

Driving performance (MiD)

Source: B. Hollweck, et. al., Energy analyses of fuel cell electric vehicles (FCEVs) under

European weather conditions and various driving behaviours, 6th European PEFC and

Electrolyser Forum, Luzern 2017

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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 6

Methodology – Modular vehicle simulation with GT-SUITE

Thermal management:

Drivetrain BEV

Drivetrain ATS FCPHEV

Drivetrain ATS FCEV

Drivetrain ATS PHEV

Drivetrain ATS HEV

Drivetrain ATS ICE

gasoline

Drivetrain ATS ICE diesel

Drivetrain:

• BEV

• FC-PHEV / FC-RE

• FCEV

• PHEV / REEV

• ICE gasoline

• ICE diesel

• HEV

Vehicle cabin:

Vehicle cabin small

Vehicle cabin medium

Vehicle cabin large

Vehicle architecture :

• Reference vehicle small

• Reference vehicle medium

• Reference vehicle large

• Driving cycle NEDC

• Driving cycle WLTP

• 3 x Driving cycles user

behaviour

Source: B. Hollweck, et. al., Energy analyses of fuel cell electric vehicles (FCEVs) under

European weather conditions and various driving behaviours, 6th European PEFC and

Electrolyser Forum, Luzern 2017

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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 8

Simulation model – ICE Range Extender Electric Vehicle (ICE-REEV)

RE-module

Battery

Electric motor

Fuel tank

Combustion engine Generator

3

12

1 ICE Off

2 ICE LPM

3 ICE Alone

4

4 Recuperation

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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 9

Validation/Results of a previous FCEV simulation model

Characteristic Original NEDC

energy consumption JEC FCEV 2010 [1]

Simulated NEDC energy consumption

JEC FCEV 2010

Original NEDC energy consumption JEC FCEV 2020 [1]

Simulated NEDC energy consumption

JEC FCEV 2020

H2 consumption

[kgH2/100km] 0,624 0,634 0,448 0,434

[1] HUSS, A., HASS, H., MAAS, H., TANK-TO-WHEELS Report Version 4.0, JRC

Technical Reports, European Commission, 2013

NEDC Energy consumption:

Cabin heat-up and cool-down:

[2]

[2] Hollweck, B., Moullion, M., Christ, M., Kolls, G., Wind, J., Energy analyses of fuel cell electric vehicles (FCEVs) under

European weather conditions and various driving behaviours, 6th European PEFC and Electrolyser Forum, Luzern 2017

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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 10

Analysis of power losses due to tire rolling resistance

• Tire rolling resistance depends on the velocity and tire shoulder temperature

• Model was validated on stationary points and verified on a four-mass-model which

was validated on stationary and transient measurements

• Model consists of two masses

• Model contains all basic thermal transfers and main geometries

• Model fits our needs best: short calculation time and good accuracy

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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 11

0

-20 20 40

Tem

per

atu

re o

fti

re s

ho

uld

er [

°C]

Ambient temperature [°C]

Temperature of tire shoulder at different ambient temperatures

Measurement data GT tire-model

Analysis of power losses due to tire rolling resistance

Difference of Rolling Resistance Factor due to different tire

shoulder temperature is <5 % in the range from -20 to 40°C.

4-mass-model

at 25 °C

2-mass-GT-model

at 25 °C

2-mass-GT-model

at -20 °C

Total Energy

for rolling resistance

at NEDC

100% 99,9% 148,4%

@ 80km/h and 5.400N normal force 0

0 200 400 600 800 1000 1200

Ro

llin

g re

sist

ance

po

wer

[W

]

Time [s]

Rolling resistance power at NEDC

GT-tire model 25°C 4-mass-model 25°C GT- tire model -20°C

Source: D. Schuring und S. J.F., „Transient Speed and Temperature Effects on Rolling Loss of Passanger

Car Tires,“ SAE Technical Paper, Detroit, 1989.

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Daimler AG GT-Conference / Benedikt Hollweck, Christian Schnapp, Thomas Kachelriess / 09.10.2017 / Page 12

Summary

• The approach of a Well-to-Wheel analysis was introduced and the need to compare

different drivetrain topologies under realistic boundary conditions and user behaviour

was explained.

• A methodology to represent realistic boundary conditions and user behaviour for a

Well-to-Wheel Analysis was presented.

• The simulation models of a Plug-In Hybrid Electric Vehicle and a Range Extender

Electric Vehicle were shown and explained.

• Validation for energy consumption during NEDC and cabin heat-up for a FC-BEV was

shown

• Simulation model for power losses due to tire rolling resistance was explained and

results compared

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Thank you for your attention!