Energy Demand of Alternative Drivelines under Real Conditions
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Energy Demand of Alternative Drivelines under Real Conditions Vehicle concepts with fuel cells, batteries as storage systems, a combustion engine or an electric machine are controversially discussed as environmentally friendly alternatives. Technology is based on measurable factors. Therefore, it is obvious to examine the concepts under identical and almost real conditions. This idea was pursued in a project at the Esslingen University of Applied Sciences.
AUTHOR
Prof. Werner Klement is Teacher at the Faculty Automotive Engineering of the Esslingen University of Applied Sciences (Germany).
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1 MOTIVATION 2 TEST VEHICLES AND C ONDITIONS 3 TEST RESULTS 4 PHE V VARIANTS 5 C ONCLUSION
FIGURE 1 Speed profiles of the individual cycles corresponding to the actual travel distance recorded (© Esslingen University of Applied Sciences)
1 MOTIVATION
Environmental friendliness is an important criterion for the future of the vehicle to fulfill the desire for mobility. This means not only a reduction of pollutants, but also a restrictive use of energy resources [1]. Hardly any energy is available in abundance, as many studies prove. Alternative vehicle concepts for reduction are treated as political points. In order to determine the real energy requirement, the Faculty Automotive Engineering at Esslingen University of Applied Sciences worked out a method of comparison and weighed up the results [2]. 2 TEST VEHICLES AND CONDITIONS
The alternative vehicle concepts can be divided into Battery Electric Vehicles (BEV), which are exclusively externally charged, and Fuel Cell Electric Vehicles (FCEV), in which electricity is generated by means of hydrogen. Hybrid Electric Vehicles (HEV) have both an electric and a combustion engine. If they can also be charged externally, they are called Plug-in Hybrid Electric Vehicles (PHEVs). The vehicles
available for the test are listed in TABLE 1. With the exception of the vehicle with a fuel cell as the power supplier, all vehicles are series-production vehicles. The percentage deviations from the average value for all vehicles are within a narrow range, especially for the mass, so that this can be neglected as an influencing factor. The results can thus be directly attributed to the respective vehicle concepts. The measurements carried out on the test bench are based on a real course around Stuttgart. It was divided into three typical driving profiles “city,” “interurban” and “highway,” which are approximately equally long in order to show possible differences, FIGURE 1. This results in a reliable differentiation, since the same driving times and identical traffic conditions are the basis. All energy consumptions were converted into kWh and the equivalent in CO2 emissions was determined [3-5]: –– gasoline: 1 l ≙ 8.9 kWh, 1 kWh ≙ 261.8 g CO2 –– diesel: 1 l ≙ 9.8 kWh, 1 kWh ≙ 269 g CO2 –– hydrogen: 1 kg ≙ 33.3 kWh, 1 kWh ≙ 489 g CO2 (as of 2017 in Germany).
Vehicle concept
Mass [kg]
Power [kW]
Maximum torque [Nm]
Air drag coefficient cD [-]
Front
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