A Summarised Fuel Consumption Balancing of the Autark Hybrid Drive Line Bernd-Robert Höhn Hermann Pflaum Philipp Guttenberg Ianislav Krastev 0

TU M ünchenB.-R . H öhn

A Summarised Fuel Consumption

Balancing of the Autark Hybrid

Drive Line

Bernd-Robert Höhn Hermann Pflaum Philipp Guttenberg Ianislav Krastev

0 / 142.01.34

TU M ünchenB.-R . H öhn Survey A / 142.01.34

Conception

Cycle Measurements and Fuel Consumption

Summary

A Summarised Fuel Consumption Balancing of the Autark Hybrid

Drive Line

Conception

Test Rig Setup

TU M ünchenB.-R . H öhn

The Autark Hybrid in principleand objective targets

1 / 142.01.34

reduction ofexhaust gas emission

zero-emission drivingi. e. in city centres

reduction of noise emission

reduction of primary energy consumption

controller

batterye-motor/

generator

continuouslyvariable

transmission

ic-engine

fuel tank

TU M ünchenB.-R . H öhn Approaches 2 / 142.01.34

optimization ofdriveline efficency

recuperation atoverrun conditions

wide gear ratio range through i²-transmission

hybrid operation: at partial-load running no battery charging out of mains

ic-engine operation:in situations with low

specific fuel consumption

electrical operation: in situations with low

power demand

The Autark Hybrid

TU M ünchenB.-R . H öhn 3 / 142.01.34 Operation Strategy

P2-PLM

P2

PG,max

drive power ic-/

ele

ctri

c e

ng

ine

po

we

r

PLM

electric engine ic-engine

P1o

hysteresis range

I II III

P1u

TU M ünchenB.-R . H öhn 4 / 142.01.34 Points of operation at

ic-engine map

ic-engine speed

ic-e

ng

ine

to

rqu

e

spec. fuel concumption

[g/kWh]

conventional driveline Autark Hybrid

Simulation FTP72-Zyklus

TU M ünchenB.-R . H öhn Survey B / 142.01.34

Cycle Measurements and Fuel Consumption

Summary

A Summarised Fuel Consumption Balancing of the Autark Hybrid

Drive Line

Conception

Test Rig Setup

TU M ünchenB.-R . H öhn 5 / 142.01.34The Autark Hybrid on Test Rig

ic-engine

electric engine

i²-gearbox

adaptordrive

flywheeland brake

load engine

ic-eng.: T,nel-eng.: T,n

output: T,n

fuelconsumption

hydraulic: p, V differential

gear

cardan shaft

TU M ünchenB.-R . H öhn C / 142.01.34Survey

Cycle Measurements and Fuel Consumption

Summary

A Summarised Fuel Consumption Balancing of the Autark Hybrid

Drive Line

Conception

Test Rig Setup

TU M ünchenB.-R . H öhn 6 / 142.01.34NEDC: t = 630 - 1220 s

0

50

100

cycle speed and driven speedv

[km

/h]

vZ (t)vF (t)

0

1000

2000

3000

speed of ic-engine and electric engine and state of single disc clutch

n [

U/m

in]

n EM (t)n VM (t)ZTK (t)

-100

0

100

200torque of ic-engine and electric engine

M [

Nm

] M EM (t)M VM (t)

1.22

6.84

32.5

transmission ratio of i²-gearbox and “shift aktiv"-signal

i [

]

ZSA (t)iG (t)

t [s]700 800 900 1000 1100 1200 1300

0

1

2

3

4fuel mass flow: measured and calculated

m [

g/s

]

t [s]

m Kr,KF (t)m Kr,PLU (t)

TU M ünchenB.-R . H öhn 7 / 142.01.34

Drive Line on Test Rig as schematic Energy Flow Diagram

simulation of the vehicle

battery

electricconsumers

offline-simulation

fueltank

ic-enginedriving

resistance

vehiclebrakes

kineticenergy

el-engine+ converter

(TFM)

ic-engineT,n

i²-gearbox

output:T,n

el-engine:T,n

input:T,n

ic-enginemfuel

TU M ünchenB.-R . H öhn 8 / 142.01.34

NEDC-Cycle Energy Flow:

ic-Engine Operation

NEDC - fuel consumption:

559 g

fuel tank ic-engine

1,85 kWh

starts : 10start cons.: 6 g idling cons.: 1 gbe cyc : 264 g/kWh ic,rel : 97 %

i²-gearbox1,69 kWh

2,1 kWh

0,16 kWh

el-engine (TFM) +converter

0,41 kWh

ic,rel = = = 97 % be opt

be cyc

256 g/kWh

264 g/kWh

TU M ünchenB.-R . H öhn 9 / 142.01.34

NEDC-Cycle Energy Flow:Gearbox and Driving Resistances

i²-gearbox

vehicle-brakes0,10 kWh

kineticenergy0,71kWh

drivingresistance

1,19 kWh

recup.: 0,29 kWh overrun: 0,34 kWh

traction: 1,63 kWhtraction: 1,85 kWh

TU M ünchenB.-R . H öhn 10 / 142.01.34

NEDC-Cycle Energy Flow:Electric System

losses: 0,09 kWhcharg. bal.: -0,03 kWh

hydraulics: 0,15 kWh aux. cons.: 0,22 kWhbattery

electricconsumers

el-engine (TFM) +converter

el. losses: 0,10 kWh

electric driving: 0,16 kWh

recuperation: 0,29 kWh

0,70 kWh

ic-engine: 0,41 kWh

TU M ünchenB.-R . H öhn 11 / 142.01.34

NEDC-Cycle Energy Flow:Fuel Consumption in NEDC-Cycle

tank ic-engine

battery

elektricconsumers

drivingresistance

i²-gearbox

meas. consumption: 559 g corr. charg. balance: + 8 gcorr. traction mode: - 2 gcorr. engine: -20 gconsumption: 545 g_____________________consumption: 5,9 l/100 km

brake

el. losses: 0,10 kWh

charg. bal.: - 0,03 kWh el. losses: 0,09 kWh

hydraulics: 0,15 kWh aux. cons.: 0,22 kWh

mech. energies of electric engine: electric driving: - 0,16 kWhgenerator mode: 0,70 kWhtherefrom:recuperation: 0,29 kWhic-engine operation with charging : 0,41 kWh

summ: 0 kWhaccel.: 0,71 kWh

1,19 kWh

0,10 kWh

gearboxoutputtraction: 1,64 kWh/ + 0,5%overrun: 0,34 kWh/ - 0,4%

kineticenergy

electric engine (TFM)+ converter

gearboxinputtraction: 1,85 kWhoverrun: 0,29 kWh

ic-engine:2,09 kWh

be,m: 264 g/kWhVM, reL: 97%starts: 10start cons.: 6 gidling cons.: 1 g

NEDC:

simulation: 5,5 l/100 kmmeasurement: 5,9 l/100 km

275 g/kWh

TU M ünchenB.-R . H öhn 12 / 142.01.34

NEDC-Cycle :Comparison to Simulation / Ideal Operation Mode

tank ic-engine

battery

electricconsumers

drivingresistance

i²-gearbox

brake

kineticenergy

electric engine (TFM)+ converter

electric consumption:

+ 0,08 l/100 km

150 kg surplus weight:

+ 0,3 l/100 km

operating points of ic-engine

+ 0,07 l/100 km

recuperation

+ 0,07 l/100 km

BOL

P2

TU M ünchenB.-R . H öhn 13 / 142.01.34Fuel Consumption and Savings

0

1

2

3

4

5

6

7

8

fue

l co

nsu

mp

tion

[l/1

00

km

]

ECE EUDC NEDC FTP72

manual transmission automatic transmission Autark Hybrid on test rig

- 11%

+ 9%

+ 3,5%

]

- 5% + 1,5%- 5,5%

- 10% - 3%

TU M ünchenB.-R . H öhn 14 / 142.01.34

NEDC-Cycle: Further Saving Potentials for Autark Hybrid on Test Rig

tank ic-engine

battery

elektricconsumers

drivingresistance

i²-gearbox

brake

kineticenergy

electric engine (TFM)+ converter

standstill shutdown

of hydraulic system:

- 0,05 l/100 km

operating points of ic-engine

- 0,017 l/100 km

recuperation

- 0,04 l/100 km

TU M ünchenB.-R . H öhn 15 / 142.01.34

NEDC-Cycle: Saving Potentials for a Autark Hybrid Car close to Mass Production

tank ic-engine

battery

elektricconsumers

drivingresistance

i²-gearbox

brake

kineticenergy

- 70% reduction of hydraulics demand:

- 0,33 l/100 km

weight reduction about 150 kg:

- 0,3 l/100 km

electric engine (TFM)+ converter

reduction of electric consumers

- 0,35 l/100 km

TU M ünchenB.-R . H öhn D / 142.01.34Survey

Cycle Measurements and Fuel Consumption

Summary

A Summarised Fuel Consumption Balancing of the Autark Hybrid

Drive Line

Conception

Test Rig Setup

TU M ünchenB.-R . H öhn 16 / 142.01.34Summary

The Autark Hybrid on Test Rig

drive line of the Autark Hybrid has proved it’s function and

it’s ability to save fuel

in the actual prototype stadium fuel saving potential

of the Autark Hybrid is diminished by several small losses

appreciable savings by reduction of weight and electric

consumption of auxiliary systems and application of a

pressure-controlled clamping system for CVT