TTHHEE THE AUTOMOBILES THE AUTOMOBILES AUTOMOBILES OF...
Transcript of TTHHEE THE AUTOMOBILES THE AUTOMOBILES AUTOMOBILES OF...
Prof. C. Stan / 1
THE THE THE THE AUTOMOBILES AUTOMOBILES AUTOMOBILES AUTOMOBILES OF THE FUTUREOF THE FUTUREOF THE FUTUREOF THE FUTURE
functions, systems, propulsion, globalized manufacturingfunctions, systems, propulsion, globalized manufacturingfunctions, systems, propulsion, globalized manufacturingfunctions, systems, propulsion, globalized manufacturing
Professor Cornel Stan
West Saxon University of Zwickau, Germany
Prof. C. Stan / 2
“THE FORCE IS A CHILD OF MATERIAL MOVEMENT BUT A GRANDDAUGHTER OF THE SPIRITUEL MOVEMENT “
LEONARDO DA VINCI (1452-1519)
BUICK BUGS, 1910 – DRIVEN BY LOUIS CHEVROLET – VELOCIT Y IN INDIANAPOLIS (USA) 1910: 168 KM/H (BOB BURMAN)
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LaFerrari 2013
Gasoline Engine
6262 cm³ / 94,0 mm × 75,2 mm
Compression ratio: 13,5:1 /Cylinder: V12, 65°
Power at 9000 rpm 588 kW (800 PS)
Torque at 6750 rpm700 Nm
2 Electric Motors 120 kW (163PS)
(one at gear/one for engine functions)
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VW 2013
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PorscheCarrera 4
PorscheGT 3
Sw
eptv
olum
e (
Lite
r)
BugattiVeyron
6 8 10 12 16
Cylinders
3.0
8
.0
MaseratiSpider
AudiA8
JaguarXJ
PorscheCayenne
MercedesSL55 AMG
LamborghiniGallardo
BMW 760i
Aston Martin Vanquish
Bentley Coupè GT
VWPhaeton
Ferrari Enzo
LamborghiniMurcielago
Ferrari 360 Modena
Ferrari 575 Maranello
3 Liters?
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The automobile for the megacity
Traffic densitycompact car, acceleration / decceleration
Green house effectzero CO2 emission
Pollutants and noisezero
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Influence of battery on car size
mass x acceleration = force
force x distance = work (energy)
energy = power x duration
8kWh = 8 kW (11 hp) for one hour(Opel Ampera )114 kg / 34.000 Euro
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Battery
- Lithium-Ion- 35 kWh- 3,8 h- 260 kg
Electric motor
- 150 kW- 152 km/h- 220 Nm- 0-100 km/h: 8,5s
The first problem of the electric car: the autonomy
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The second problem of the electric car: the energy sourceEnergy mix in various countries
Ele
ctric
Een
ergy
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Comparison of CO 2-emission:VW Diesel – VW Electric
99
188
171
5
89
115
0
50
100
150
200
250
Golf Diesel BlueMotion (1,6 l)
Braunkohle Steinkohle Kernkraft Strommix-EU(2007)
Strommix-D(2010)
CO
2-
Em
issi
on
VW Golf Blue - e - motion
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The car of the future: functions
Torque
Power
PollutantsComparison
Safety (active, passive)
Comfort(climate)
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The third problem of the electric car: the safety at impactEnergy mix in various countries
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Variety of car markets:regions, types, classes
objective and
subjective
acceptance
geographic,
economic and
ecologic
conditions
size,
power,
comfort,
price
Luxury, middle class, allrounder
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Car structure
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Car structure
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Car body structure
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Chassis – material with fibres in one direction
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PSA 2013 Common platform for 50% of Peugeot and Citroen cars
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VW MQB Platform
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VW MQB Platform
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VW MQB Platform
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Interieur - comfort
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Interieur - design
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Connection configuration
Propulsion(Data)
CANFlexRay
Comfort Applications(Data)
CANLIN
Infotainment(Data, Language, Images)
CANMOST
Radio/TV(DAB/DVB)
Phone(GSM/UMTS)
Data(GPRS/UMTS)
Navigation(GPS/Galileo)
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Electronic systems - Frequency range
1 MHz 100 MHz 1 GHz 10 GHz
Mobile PhoneGSMUMTS
Sat-RadioNavigationGPSGalileo
TelematicsToll Collect
Radio/TVAM/FMDABAnalog TVDVB
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Life Cycles
Vehicle Industry:
3 Years Development 7 Years Lifetime
Media Industry: 0.5 – 1 Years Lifetime
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• future internal combustion engines –function supplier arround combustion
• future fuels for internal combustion engines –natural gas, liquid petroleum gas, alcohols, oils
• electric motors and internal combustion engines –competition or concurrents?
• What is the propulsion concept for tomorrow? –universality or variety?
Future propulsion and alternative fuels
Prof. C. Stan / 29
Overview of processes, propulsion systems and energy sources for automotive propulsion
����
SunWater
Wind
Energy-sources Air
Propulsion
Synchronous Current
Asynchronous CurrentThree-Phase Current
Direct Current
Electric motor
ZiBrNiCdPbEnergy Storage
+ electric -
Time
Hot FluidHydrogen
Vegetable Oil
Gas, Gasoline, DieselEnergy Storage
(thermal)
Gas Turbine, axial
Gas Turbine, radial
Stirling
WankelCI, Piston, DI, 2 Stroke
CI, Piston, DI, 4 Stroke
SI, Piston, DI, 2 Stroke
SI, Piston, DI, 4 Stroke
Thermal Engine
OptimizedThermodynamic
ProcessesEnergy Conversion
on Board
Energy Conversionon Board
Energy ConversionStation
Gas Turbine, axial
Gas Turbine, radial
Stirling
Wankel
CI, Piston, DI, 2 Stroke
CI, Piston, DI, 4 Stroke
SI, Piston, DI, 2 Stroke
SI, Piston, DI, 4 Stroke
Thermal Engine
Synchronous Current
Asynchronous Current
Three-Phase Current
Direct Current
Electric motor
Energy Conversionon Board
Energy Conversionon Board
Energy ConversionStation
Hot Fluid
HydrogenVegetable Oil
Gas, Gasoline, Diesel
Energy Storage(thermal)
ZiBrNiCd
Pb
Energy Storage+ electric -
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Future internal combustion engines
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Fuel/air mixture and combustion
flame front
injection
mixture
combustion
Prof. C. Stan / 33
Direct injection in combustion chamber: process simu lation
5 Energiemanagement: Kombinationen von Antriebssystem en, Energieträgern, -wandlern und -speichern
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Diesel engine – fuel spray and temperature developmen t within the combustion chamber
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Diesel engine – fuel spray and temperature development within the combustion chamber
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NOx formation within the combustion chamber
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Future engines: function improvement
Variable
Valve Timing
Exhaust Gas RecirculationManagement of
Heat Transfer
Homogeneous Charge
Compression Ignition
Gas Wave Tuning
Supercharging
Turbocharging
Internal Mixture Formation by
Direct Injection
Advanced Catalyst
Technology
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Turbocharger
Limited Valve trainElements
Exhaust System
Cam Phaser
Variable Intake ManifoldPort De Activation
Flex Fuel (E20 → E100Bi Fuel (CNG/ LPG)
Cam Shaft(s)
Fully Flexible Valve Train
Direct Injection
Modular configuration of functions arround combustion
Prof. C. Stan / 39
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Criteria of convergence of SI & CI engines based on thermodynamic proesses
SI engine CI engine
Prof. C. Stan / 41
ICE fuel consumption evolution trends
CO2emission
Turbo-charging
SIDIVVT
SIDIlean
PDA
+start-stop
com
bina
tions
Downsizing, incl. Launch improvements
80 %
2004 2008 2012
100 %
Euro5
Low temp. combustion
+ DPF
+ Noxaftertreatment
Diesel Oxi-Catcommon rail
Gasoline PFIw/ EGR
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ICE cost evolution trends
Cost
Low temp. combustion+ DPF
+ NOxaftertreatment
100 %
2004 2008 2012
200 %
Euro5
Turbo-charging
SIDI VVT
SIDIlean
PDA
+start-stop
Downsizing, incl. Launch improvements
com
bina
tions
Gasoline PFIw/ EGR
Diesel Oxi-CatCommon rail
Prof. C. Stan / 43
• future internal combustion engines –function supplier arround combustion
• future fuels for internal combustion engines –natural gas, liquid petroleum gas, alcohols, oils
• electric motors and internal combustion engines –competition or concurrents?
• What is the propulsion concept for tomorrow? –universality or variety?
Future propulsion and alternative fuels
Prof. C. Stan / 44
Energy sources and resources
light
Prof. C. Stan / 45
Properties of conventional and alternative fuels for automobiles
APS-2002 /45
FUEL STRUCTURE DENSITY
[ ]3/ dmkg
VISCOSITY (KIN.)
[ ]cSt
FUEL ENTHALPY
[ ]kgMJ /
STOECH. AIR-FUEL
RATIO [ ]FuelkgkgL/
MIXTURE ENTHALPY
[ ]MixkgMJ /
OCTAN NO / CETAN NO
VAPORIZATION ENTHALPIE
[ ]kgKJ /
HYDROCARBONS GASOLINE DIESEL NATURAL GAS (85-95% METHAN) LPG 50% PROPAN; 50% BUTAN)
CmHn (<<<<C8H18) CmHn (<<<<C8H18) CH4 C3H8/C4H10
0,72-0,78
0,78-0,84
0,141 (0°C/20MPa) 0,409 (-
150°C/0,1MPa) 0,00079
(0°C/0,1MPa) 0,00235 GAS (0°C/0,1MPa)
ca. 0,5 LIQUID (0°C/0,5–1,0MPa)
<<<< 1,2
3,7
...
...
44
43,2
45
46
14,6-14,7
14,5
14,5
15,5
3,9
3,8
4,0
3,8
91-99
50*-54*
ca. 120
98
350
270
0,51 (GAS)
386
ALCOHOLS METHANOL ETHANOL
CH3-OH C2H5-OH
0,792
0,785
...
...
20
26
6,47
9,00
3,5
3,5
106
107
1103
840
HYDROGEN H2
0,009 (GAS) (-200°C/0,1MPa) 0,071 (LIQUID)
(-253°C/0,1MPa)
- 120 34,3 3,0 - 436
VEGETABLE ÖILS RAPSED OIL RAPSED OIL METHYLESTHER
CmHnOpRi
0,92
0,89
68-75
6-8
37,6
37,2
12,4
12,5
...
...
40*-44*
54*-58*
...
...
DIMETHYLETHER CH3OCH3 0,00197
(15°C/0,1MPa) - - - ... 55* ...
EXHAUST STORAGE LUBRICATION OPER. FUEL BMEP KNOCK COLD STARTGAS ON BOARD RANGE DOSAGE MIXTURE COOLINGCOMPONENTS CHARGE MASS
Prof. C. Stan / 46
Comparison fuel enthalphy – mixture enthalpy
Hgem
METHANOL20.0
6.47
DIESEL43.2
GASOLINE44.0
HYDROGEN120.0
14.5 14.6 34.3 6.47 14.5 14.6 34.3
DIESEL3.9
METHANOL3.5
GASOLINE3.8
HYDROGEN3.0
0
20
60
40
80
120
Hu
0
1
2
4
MJ/m³
(AIR/FUEL)ST
FUEL ENTHALPY
(AIR/FUEL)ST
MIXTURE ENTHALPY
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CNG Car
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Layout of hydrogen powered automobiles
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Engine performances when using gasoline and hydrogen
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Cryogenic hydrogen reservoir for car applications
pV = mRT
R = 8314/M
M=2 kg/kmol
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Hydrogen / air mixture formation: manifold injection and direct injection
- Low mass but high volume
- Uncontrollable ignition
- High combustion temperature
� NOX
Prof. C. Stan / 52
Car with internal combustion engine adapted for variable r atioof gasoline / ethanol (flex fuel)
low frictionvalves
spark anglecorrection
fuel masscorrection
ethanol sensor
ethanol resistent components
torq
ue
n/rpm
pow
er
n/rpm
Prof. C. Stan / 53
Ethanol: production, properties, utilization
Production Brasilien USA
Source Sugar Cane Corn / Cellulose*
CO2-Recycling (well-to-wheel) 61 % /EPA 2011,USA/ 13 % / 20…30%
EEthanol/ EProduktion 8,3…10,2 1,3…1,6
Price 22 Cent/l 30 Cent/l
Flex-Fuel Cars 12 Millions 9,3 Millions89 % worldproduction in USA and Brasil
*vegetable waste, in the future cellulose based ethanol from industrial waste (paper, wood, housewaste)/Cyanobakteria
Combustion Ethanol Gasoline
Consumption 1,568 l 1 l
Emission CO2 2,356 kg 2,285 kg
H2O 1,44 kg 1,013 kg (≈ 1 l)
N2 8,452 kg 8,45 kg
Prof. C. Stan / 54
107 aus buch aa
Production of Ethanol
Prof. C. Stan / 55
fermented fruits
alcohol
flame
pipe
cooling
water reservoirfor cooling
combustible
Most known ethanol production
Prof. C. Stan / 56
• future internal combustion engines –function supplier arround combustion
• future fuels for internal combustion engines –natural gas, liquid petroleum gas, alcohols, oils
• electric motors and internal combustion engines –competition or concurrents?
• What is the propulsion concept for tomorrow? –universality or variety?
Future propulsion and alternative fuels
Prof. C. Stan / 57
Future propulsion – OEM opinions
• our USA full hybrids not for Europe• in Europe Diesel is even better
• full hybrids for urban use• Diesel for intercities and motor ways
• Two Mode Hybrid Systems for GM-BMW-Daimler only for USA• in Europe Diesel is even better
• Diesel good for India but not for China and USA
Diesel in USA - not realistic
2009 – Prius with LiIon Battery
• Diesel in USA –15% in 2015• 30% less consumption in US test
• Batteries – poor energy density• short life time hydrogen in fuel cells for propulsion
hydrogen in piston engine for propulsionand in steady fuel cell for energyon board
• Hybrids will conquestthe market – (mild/micro)
• full hybrids in niches because price
4000 €8000 €
5-6 [kW] 300 –800 €
10-20 [kW] 1000 - 2000 €
Prof. C. Stan / 58
Prof. C. Stan / 59
Hybrid vehicles (examples)
Type Propulsion Energy ConsumptionModell mass Type Power [kW] Torque [Nm] Batterie Energie City Land Comb.
[kg] IC elektrisch fossil elektr. komb. fossil elektr. komb. - [kWh] [l/100km] [l/100km] [l/100km]Lexus GS 450h 1875 Otto Synchron 221 147 254 368 203 k.A. Ni-MH 1.9 10.7 9.4 10.2Lexus HS 250h 1710 Otto Synchron 110 105 140 187 270 k.A. Ni-MH 1.6 6.7 6.9 6.7Lexus LS 600h 2360 Otto Synchron 291 165 360 382 220 k.A. Ni-MH 1.9 12.4 10.2 11.8Lexus RX 450h 2050 Otto Synchron 182 125 220 317 350 k.A. Ni-MH 1.9 7.8 8.4 8.1Lincoln MKZ Hybrid 1702 Otto Synchron 116 70 142 184 225 k.A. Ni-MH 1.4 5.7 6.5 6.0Mazda Tribute 1656 Otto Synchron 99 52 116 167 k.A. k.A. Ni-MH k.A. 6.9 7.8 k.A.Mercedes ML 450 Hybrid 2381 Otto Synchron 205 60 246 350 260 517 Ni-MH 2.4 11.2 9.8 k.A.Mercedes S 400 BlueHybrid 2029 Otto Synchron 205 15 220 350 160 385 Li-Ion 0.9 12.4 9.4 k.A.Nissan Altima Hybrid 1584 Otto Synchron 138 105 148 220 270 k.A. Ni-MH k.A. 4.7 4.9 k.A.Peugeot 3008 Hybrid4 1701 Diesel Synchron 120 27 147 300 200 500 Ni-MH k.A. 3.9 3.7 3.8Porsche Cayenne S Hybrid 2240 Otto Synchron 245 34 279 440 300 580 Ni-MH 1.7 11.8 10.2 k.A.Porsche Panamera S Hybrid 1980 Otto Synchron 245 34 279 440 300 580 Ni-MH 1.7 10.2 8.4 k.A.Suzuki Twin 703 Otto Synchron 32 5 k.A. 57 33 k.A. k.A. k.A. k.A. k.A. 2.9Toyota Auris Hybrid 1455 Otto Synchron 73 60 100 142 207 k.A. Ni-MH 1.3 3.8 3.8 3.8Toyota Camry Hybrid 1480 Otto Synchron 110 105 140 187 270 k.A. Ni-MH k.A. 10.7 7.1 k.A.
Toyota Highlander Hybrid 1790 Otto Synchron 17212551
209 292335130
k.A. Ni-MH k.A. 11.8 9.4 k.A.
Toyota Prius 1380 Otto Synchron 73 60 100 142 207 k.A. Ni-MH k.A. 4.6 4.9 4.7Volkswagen Touareg Hybrid 2329 Otto Synchron 248 34 290 441 580 576 Ni-MH 1.7 11.8 9.8 k.A.Volvo V60 Plug-in Hybrid k.A. Diesel k.A. 158 52 k.A. 440 200 k.A. Li-Ion 12 k.A. k.A. k.A.
Prof. C. Stan / 60
Cross section through the hybrid system (SI engine – Elect ric motor) of an automobile TOYOTA PRIUS (Courtesty: TOYOTA)
Prof. C. Stan / 61
AUDI Q7 HYBRID
Internal combustion engine4,2 l FSI V8257 kW (350 PS), 440 Nm
E Motorup to 30 km/h without i.c.e.32 kW (44 PS), 200 Nm
Performances2400 kgTraction 4x40 – 100 km/h in 6,8 s (- 0,6 s)80 – 120 km/h in 7 s (- 2 s)Fuel cons: 12 l/100 km (- 13 %)
BatteryNi-MH, 140 kg
(Quelle: www.audi.de)
Prof. C. Stan / 62
Parallel hybrid propulsion system (Diesel engine – Elect ric motor) for high power made by DAIMLER CHRYSLER
Prof. C. Stan / 63
Porsche Panamera S Hybrid
Prof. C. Stan / 64
BMW Active Hybrid X6
Prof. C. Stan / 65
Peugeot 3008 hybrid
1 E Motor 2 Battery3 PTMU
(Powertrain Management Unit)4 Electronic Control Unit5 Stop- /Go Actuator6 Automatic Transmission – 6 Gears7 Diesel Engine
Courtesy: Peugeot)
Internal combustion engine 2,2 l Diesel120 kW
E Motor 27 kWFuel cons: 3,8 l/100 km (-35 %)CO2-Emission: 99 g/km
Propulsion strategy electric propulsion only(3 – 4 km) ICE + E motor
Prof. C. Stan / 66
Parallelhybrid – Audi duo
1989 1991 1997
1989 Audi 100 duo 1991 Audi 100 duo 1997 Audi A4 duo
ICE 2,3 l 5 Cylinder 2,0 l 4 Cylinder 1,9 l 4 Cylinder TDI
136 hp 90 hp
Front Front + Rear Front
E rotary current motor
12,6 hp 28,6 hp 29 hp
Rear Rear Front
Battery Ni-Cd Ni-Cd Pb
Prof. C. Stan / 67
Source: GM
Parallelhybrid versus Diesel
Prof. C. Stan / 68
0
20
40
60
80
100
120
140
160
180
200
500 1000 1500 2000 2500 3000 3500 4000 4500
Dre
hmom
ent
Drehzahl
5 kW
10 kW
15 kW20 kW 30 kW 40 kW 50 kW
210 215225
250
275210 215
225
250
275
Motor mit großem HubraumMotor mit geringem Hubraum
Anforderungsbereich im Stadtverkehr
Volllastkurve
[Nm]
[min-1]
Down Sizing
Prof. C. Stan / 69
Electric cars: history
1851 – locomotive with electric motor (USA)
1860 – lead batteries for vehicles (USA)
1881 – automobile with electric propulsion (USA)
1890 – automobile with motors in wheels (Germany)
1900 – mobility in USA38% electric / 40% damp / 22% gasoline
1992-2005 series cars with electric propulsion
1992-1996 VW-City Stromer ( 120 cars)
1995-2005 PSA- Peugeot, Citroen (10.000 cars)
1996-1999 GM – EV1 ( 1100 cars)
Prof. C. Stan / 70
Berlin 1882: Electric urban vehicle of Siemens
Prof. C. Stan / 71
VW Golf Blue e-motion
Prof. C. Stan / 72
Motors integrated in wheels: Mitsubishi, Michelin, Honda
Prof. C. Stan / 73
Electric car with motors in wheels
Prof. C. Stan / 74
Electric car: components configuration
Prof. C. Stan / 75
Weight: 1600 kgMotor: 4 x AsynchronPower: 230 kWTorque: 4500 NmBatteriy: Li-Ionen, 42,4 (53) kWh,
450V, 470 kgRange : 248 km (NEFZ)vmax: 200 km/h0 – 100 km/h 4,8 s
(Quelle: www.audi.de)
Electric cars: prototypes
Prof. C. Stan / 76
Climate control conditions
Prof. C. Stan / 77
Electric cars in prodution (selection)
Type Propulsion Battery Performancesmass motor P M battery energy range vmax
[kg] - [kW] [Nm] - [kWh] [km] [km/h]
Aptera 2e 682 - 22.8 112 LiFePO4 13 160 137
Beijing Automotive BAIC C71 1880 Synchron 63 160 LiFePO4 22 150 160
Beijing Automotive BE701 EV 1790 Synchron 110 300 - - 200 160
Beijing Automotive C30 EV 1000 - 47 82 Li-Polymer 31 200 160
BMW Mini E 2009 Synchron 150 220 Li-Ion 35 160 153
Bomobil 1000 Synchron 10 300 - 27 150 130
BYD e6 2295 Synchron 75 450 LiFePO4 60 300 185
BYD K9 14300 Synchron 90 550 LiFePO4 324 250 96
Chery QQ3 EV 1100 Synchron 12 72 Li-Ion - 120 60
Chery Riich M1 EV 1060 Synchron 40 - LiFePO4 - 120 150
Citroen c-Zero, Mitsubishi i-MIEV, Peugeot iOn*
1120 Synchron 47 180 Li-Ion 16 160 130
Detroit Electric e63 1242 - 150 380 Li-Polymer 25 320 192
Fine Mobile Twike Easy 250 Asynchron 5 - Li-Ion - 200 85
Ford Focus Electric 1675 - 92 246 Li-Ion 23 170 136
Foton Midi EV - - 80 280 LiFePO4 24 150 160
Prof. C. Stan / 78
Main characteristics of electrical batteries
System Pb-PbO2 Ni-Cd Ni-MH Zn-Br 2 Na-NiCl2 Na-S Li-Ion
Betriebs-temperatur
[°C]0...45 -20...50 -40...50 20...40 300...350 300...350 -40...60
Energiedichte2h Entl. [Wh/kg]
20...30 40...55 50...60 50...70 80...100 90...120 90...140
Zellspann. U 0[V]
2,1 1,35 1,35 1,79 2,58 2,08 3,6
functiontemperature[°C]
energy density2h discharge[Wh/kg]
cell tension[V]
Prof. C. Stan / 79
Energy storage on boardequivalent to 37 liters diesel fuel
Equivalent to 37 liters diesel fuel
Prof. C. Stan / 80
Energy conversion in a fuel cell
anode:
cathode
complete reaction:
Prof. C. Stan / 81
Configuration of modules in a fuel cell car
(COURTESY: DAIMLER CHRYSLER)
Prof. C. Stan / 82
0
0.2
0.4
0.6
0.8
1
0 200 400 6000
100
200
300
400
500
600
700
800
XPixels
YP
ixe
ls
Energy from chemical reaction
battery:
- cold (<300°C)
- macroscopic staticmicroscopic movement
fuel cell:
- cold (<300°C)
- macroscopic flows
combustion:
- hot (1800 – 2000°C)
- turbulent flows
Prof. C. Stan / 83
„Tulip“ park-and-charge system for automobiles with elect ric propulsion
Prof. C. Stan / 84
Configuration of the function modules within a series hybrid propulsion system for an urban car
Prof. C. Stan / 85
Range Extender – MAZDA 5 wankel engine with hydrogen LiIon battery
Prof. C. Stan / 86
Electric motor
− 111 kW / 370 Nm
Li-Ion Battery
16 kWh 180 kg
Internal combustion engine1,4 l
63 kW /4800 min-11
2
3
4
5
6
1
2
3
4
5
6
1
2
3
4
5
6
1
2
3
4
5
6
Prof. C. Stan / 87
– Jaguar C-X75
− 4x145 kW / 4x400 Nm( 4 motors in wheels)
− System power: 580 kW
− System torque: 1600 Nm
− 2 Gasturbines : 2x 70 kW
− Battery: 19,6 kWh
− CO2-emission: 99 g/km
− Höchstgeschwindigkeit: 330 km/h
− 3,4 s von 0 auf 100 km/h
Range Extender: Gasturbine
Prof. C. Stan / 88
Alternative propulsion: tendencies worldwide
(Quelle: Bosch )
Ben
zin
Die
sel
(68,
49 %
)
(24,
66 %
)
(5,2
7 %
)
(0,8
9 %
)
(0,3
3 %
)
(0,3
3 %
)
(0,0
3 %
)
6,8 % AlternativeAntriebe
Ben
zin
Die
sel
13 % AlternativeAntriebe
(0,3
9 %
)
(0,3
4 %
)
(0,9
9 %
)
(3,3
%)
(8,1
9 %
)
(26,
37 %
)(60,
44 %
)0
10
20
30
40
50
60
70
80
[Mio]
100
91 Millionen Fahrzeuge 2015
Alk
ohol
/ Ben
zin
Hyb
rid
Erd
gas
(CN
G)
Flü
ssig
gas
(LP
G)
Ele
ktro
mot
or(P
lug
In)ve
rkau
fte
Fah
rzeu
ge p
ro J
ahr
0
10
20
30
40
50
60
70
80
[Mio]
100
73 Millionen Fahrzeuge 2008
Alk
ohol
/ Ben
zin
Hyb
rid
Erd
gas
(CN
G)
Flü
ssig
gas
(LP
G)
Ele
ktro
mot
or(P
lug
In)
50
18
3,850,65 0,25 0,25 0,02 0,350,30,9
3
7,45
24
55
6,8 % alternativepropulsion
13 % alternative propulsion
73 Millionen vehicles2008
91 Millionen vehicles2010
sold
vehi
cles
per
year
Prof. C. Stan / 89
• future internal combustion engines –function supplier arround combustion
• future fuels for internal combustion engines –natural gas, liquid petroleum gas, alcohols, oils
• electric motors and internal combustion engines –competition or concurrents?
• What is the propulsion concept for tomorrow? –universality or variety?
Future propulsion and alternative fuels
Prof. C. Stan / 90
Dimensions of the automotive world
SedanSUV Coupé Cabriolet
City Car Station wagon
Luxury Middle Cheap
Prof. C. Stan / 91
Luxury class : full hybrid
1 ICE2 E3 Gear4 ECU5 Lithium-Ionen Battery
Prof. C. Stan / 92
Middle class : propulsion by ICE, electric energy on board byfuel cell (same fuel for both)
Prof. C. Stan / 93
Compact city car : electric propulsion + battery
motor charger
ECU
Li-Ionen Battery
cooling system
gear
Prof. C. Stan / 94
Land / City car : electric propulsion + small battery + battery charger (I CE)
r
Prof. C. Stan / 95
Cheap car for mutiple use
Prof. C. Stan / 96
Globalization Aspects of Development and Manufacturi ng –
from Technical to Cultural Peculiarities
Prof. C. Stan / 97
Horizontal and vertical connectionsfrom research and development up to manufacturing
( ) ( )
TP
Luft
st
Luft
stTP
N
hussLuftüberscts)K/O(st)K/L(gVerbrennun
M
)K/L(1
M
)K/L(2099.01
2
h
32
s
12
cN
−
−+−+
++=′ λ
Prof. C. Stan / 98
Distribution of roles – from research and development up to manufacturing
c
c
Prof. C. Stan / 99
program strategy
development directions
product configuration
high context communicationbackground knowlegde
information network
high context communicationbackground knowlegde
information network
high context communicationbackground knowlegde
information network
polychroneculture
Low context communicationspecial knowledge
polarized information
Low context communicationspecial knowledge
polarized information
low context communicationspecial knowledge
polarized information
monochroneculture
Adaptation of communication formswithin a global development and production
Prof. C. Stan / 100
Globalized automotive engineering betweenrequirements and premises
economical and political structure
cultural peculiarities
social structure
technological support
technical know-how
Prof. C. Stan / 101
„Proportion is in every force, which ever itcould be “
Leonardo da Vinci (1452 – 1519)
... which ever it could be – the proportion or the force?