Electrification of the Powertrain New Demands in Education, Too

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Developing the powertrain of the future is, to a truly unprecedented degree, an intensive activity for vehicle engineers - and even more for powertrain specialists. The intellectual scope covers the end of the internal combustion engine, the paradigm shift to a different type of individual mobility, to the point of autonomous driving. The sweeping demand from politicians and society for "emission-free" powertrains also needs to be addressed. For some this means the CO₂-free powertrain, for others, the complete elimination of all emissions - in other words, achieving zero, i.e. "pure", exhaust gas emissions, albeit only in a local context. Many overlook the fact that supplying any kind of energy generates CO₂ and pollutants. Objective evaluation of the drive technology depends on having a holistic view, i.e. a life-cycle analysis. As powertrain experts, people expect us to provide precise and reliable forecasts of the future drive mix, comprising optimized combustion engine, hybrid, BEV and FC vehicles, alongside the emerging use of sustainable fuels, in ten, 20 and more years' time from now. Here, we should state one thing quite clearly. No person can answer this question as things stand, given the highly interlinked nature of the system. Technological advancement and cost-cutting in so-called alternative drive systems, particularly battery technology, is competing with similar progress made in the e-fuels field. Who will reach the finish line first? The properly refined and optimized internal combustion engine, including sustainable fuels and existing fuel infrastructure, or a new electric technology with a still incomplete energy distribution structure? Acceptance issues among users for Battery-electric Vehicles (BEV) due to the lack of opportunities for charging in cities, or extended waiting times for recharging on long-distance journeys, may put a stop to desired progress. These inherent systemic disadvantages of the BEV cannot make up for falling costs, either. Political constraints give us reason to believe that almost all new passenger cars will be electrified in some form or other by 2025. Opponents of the internal combustion engine are thus correct in thinking that it will no longer exist in the pure form we use it now. But as a hybrid it will certainly power more than 70 % of vehicles over the next decade. The way, powertrain technologies like these coexist, holds great appeal for us universities in particular, but also poses an equally daunting challenge. Know-how has to be present in theoretical education as well as in practical and experimental applications to ensure young engineers get the preparation they need for industry and society, and in a manner optimally configured for all powertrain forms. At the Vienna University of Technology, we see this as a tremendous opportunity to commission the new Science Center in 2018, an experimental laboratory full of the latest equipment for all drive types. The well tried combustion engine will be further optimized, in terms of both thermodynamics and exhaust gas aftertreatment. Electric drives and batteries are being further developed, while the existing fuel cell test bench is also deployed to ensure that this technology becomes more widespread. I would be more than happy to welcome you to this new center in Vienna. …