Antriebe und Energiesysteme von morgen 2024

The already high energy demand per person, whether for households or mobility, will continue to increase in future as prosperity rises. Against this backdrop, the extensive replacement of fossil fuels with renewable forms of energy is unavoidable to achieve climate protection and sustainability goals. This affects both, energy systems and mobility. In addition to measures to reduce consumption, e.g. by avoiding energy losses or guided user behavior, technically robust solutions adapted to local conditions for the sustainable provision of energy and mobility must be brought to market. The switch in electricity generation from fossil fuels to sustainable solutions (solar, wind, hydropower, etc.) is subject to fluctuations over the course of the day and year, which need be considered and balanced out. Future electromobility has to take these framework conditions into account to meet the requirement of the lowest possible CO₂ footprint. At the same time, it needs to share sustainably generated electrical energy with other sectors. The current challenge is to balance energy generation and consumption in terms of time and capacity. Energy storage systems will play a key role in solving this problem. Unlike in the past, this results in complex interactions between the sectors, whose coordination in terms of physical and economic effectiveness in advance offers a broad field of application for simulation to identify optimized solutions for each case. Against this background, the presentation will cover approaches for optimizing existing and new fields of technology in the area of mobility, which will be presented using concrete application examples, e.g. for municipal electric bus transport. In addition, an overview of the requirements for sector-coupling energy and storage systems, when using renewable energy sources, will be given.

The development of electric drives is currently aimed at a holistic improvement of power density, efficiency and sustainability at optimized costs. ZF has made notable progress with innovative approaches to the essential products power electronics, electric motor, and reduction gear as well as the intelligent overall synthesis. ZF’s electric drive system EVSys800 presented in 2023 is a prime example of this: 300 kW maximum power, 75 kg total weight and 70 Nm/kg power density. And further increase in power density is possible: Even more compact electric motors with higher numbers of pole pairs can eliminate further weight and reduce production costs. However, due to electromagnetic effects, efficiency is slightly reduced.

This is precisely where the question of the right development focus arises: Does a significantly lighter and thus generally cheaper drive pay off despite slight efficiency disadvantages? And how do energy prices influence the direction of development? In order to derive future strategic corner points a lifetime analysis software model has been elaborated, which will be described in this paper. With this tool necessary future development steps can be predicted: This paper shows which values for efficiency, weight and power density can be expected in the performance class of 200 kW–300 kW in the future and which levers are available for further improvement. In addition, it is compared to what extent the expected battery and energy prices influence the adjustment of these levers. This might result in different regional solutions.

In response to the imperative of climate change mitigation, the European Union has devised a strategy to achieve climate neutrality by 2050. Extensive research has focused on CO₂ life cycle analysis of propulsion systems. However, achieving net-zero CO₂ emissions necessitates adjusting the development key performance indicators. Consequently, we investigated the sustainability impacts of various propulsion concepts integrated in a C-segment SUV, assuming a 100% renewable energy scenario. The propulsion concepts studied include a hydrogen-fueled 48 V mild hybrid, a hydrogen-fueled 48 V hybrid, a methanol-fueled 400 V hybrid, a methanol-to-gasoline-fueled 400 V plug-in hybrid, an 800 V battery electric vehicle (BEV), and a hydrogen fuel cell electric vehicle (FCEV). To facilitate a thorough and unbiased comparison of these concepts meeting predetermined customer requirements for system design, we conducted an integrated and prospective Life-Cycle Assessment (LCA) utilizing the methodology of DIN EN ISO 14040/44 and the Product Environmental Footprint. Additionally, the socio-economic impact of these concepts was evaluated, considering the total cost of ownership for a private end-user. Diverging from conventional approaches, we adopted an integrated approach to aggregate the Life-Cycle Inventory data, combining (simulation) model-based system design and LCA databases. In the context of the defossilized energy scenario, this results in increased system sustainability, regardless of the propulsion concept. While the FCEV showed slight advantages among these propulsion concepts, the BEV revealed shortcomings that could be mitigated by adapting requirements or battery technology. Our findings advocate for open-minded development of propulsion concepts tailored to specific use-cases and targeted requirements, emphasizing the necessity of considering the entire life cycle.

In this paper, an electric drive unit (“central drive”) based on a novel dual-rotor radial flux motor technology is introduced. This motor technology increases the efficiency of electric drives while significantly reducing the cost of materials and manufacturing. The paper presents the fundamentals of the technology and outlines the specific advantages in terms of efficiency, performance, materials usage, and production. From a materials perspective, the very low demand for electrical sheet steel and the significantly lower magnet mass are particularly noteworthy. Combined with a cost-effectively integrated inverter, this motor technology forms the heart of an innovative central drive.

Just like the underlying motor technology, the entire drive has been optimized for efficiency and low cost. This is achieved by a low-complexity, coaxial gearset architecture with just two gear pairs, a minimum number of bearings, all in fixed-loose configuration, and a well-optimized semi-passive lubrication system. Optionally, the central drive incorporates a unique roller-based park lock which eliminates the functional drawbacks found in conventional park lock systems.

With the ongoing transition towards renewable energies, EV charging becomes a significant element of a holistic smart energy ecosystem. EV batteries can be used as storage capacity supporting the grid during times of fluctuation in renewable energy supply.

So called Vehicle-to-Home (V2H) use cases focus on local optimization behind-the-meter and require a very close interaction between EV charging and other consumers, such as local battery storages, photovoltaic (PV) systems or heat pumps.

A core element for local optimization is the Home Energy Management System (HEMS) which monitors and balances demand and supply behind-the-meter with the goal of optimizing the loads.

Different HEMS solutions are currently tested at P3’s Laboratory for Smart Charging and Energy Solutions (P3 Energy Lab) with focus on PV self-consumption and self-sufficiency capabilities.

With this paper, P3 provides learnings about the actual effectiveness and performance of optimization capabilities for HEMS solutions in the German market with focus on PV-optimized charging of electric vehicles (EV).

In addition, the benchmark results can help decision-makers from the energy and mobility industry to develop successful service offerings and select suitable partners.

Die aktuellen Herausforderungen bei der Entwicklung neuer elektrischer Traktionsantriebe liegen in der Steigerung von Wirkungsgrad und Leistung bei gleichzeitiger Minimierung von Bauraum und Systemkosten. Einen effektiven Lösungsansatz bietet die Verdampfungskühlung mit ihrem charakteristischen Phasenwechsel des Kühlmediums und der daraus resultierenden Verschiebung der aktuell bekannten thermischen Grenzen in EAntriebssystemen. Dies eröffnet neue Möglichkeiten mit Blick auf Bauräume und die Kennwerte zukünftiger, kostengünstiger E-Antriebe. Basierend auf den Simulations- und Syntheseergebnissen der IAV-Tool-Chain sowie ersten praktischen Erfahrungen lassen sich klare Trends für die Antriebe der Zukunft in verschiedenen Anwendungsfeldern ableiten. Das beinhaltet unter anderem eine Potenzialbewertung für die Hauptentwicklungs-schwerpunkte und eine Bewertung verschiedener Maschinentypen.

To shape future mobility and intelligent energy infrastructure, MAHLE and SIEMENS have committed to lead the development of inductive charging for electric vehicles. The wireless power transfer system is based on coil systems utilizing resonant coupling with impedance matching networks located on the vehicle and ground assembly sides. This wireless power transfer system facilitates transfer efficiencies of up to 92% with optimal positioning. The detection of living or foreign objects ensures safety. Successful standardization guarantees the compatibility of the vehicle and ground wireless charging assemblies produced by different manufacturers. The end user experiences convenient and reliable wireless charging due to the positioning system, which is robust to environmental influences. The full automation of the wireless power transfer system, without physical user interaction, enables charging of autonomous vehicle fleets and makes the acceptance of charging as part of everyday life obsolete.

The continuous power transfer of 11 kW has been demonstrated in a test vehicle in the laboratory and in a parking lot. To roll out inductive charging technology, ground assemblies will be installed in private, semi-public and public parking areas. MAHLE and SIEMENS are also developing wireless bi-directional power transfer capability to enable the use of the battery capacity of grid-friendly vehicles, as part of a sustainable energy infrastructure.

Fast-charging infrastructure along highways experiences both a low occupation rate and high electricity costs owing to high power peaks. To reduce electricity costs, this paper examines the cost reductions possible using different sizes of battery energy storage systems (BESS) and photovoltaic (PV) systems at a gas station with fast-charging infrastructure on a German highway. An energy management system optimizes the overall operation via peak-shaving, optimized usage of dynamic tariffs, increased energy self-consumption, and the participation in the balancing energy market, enabling savings. However, the optimal sizing of BESS and PV system differ, depending on the objective for the target application. The lowest energy costs can be achieved using the maximum BESS and maximum PV size within the experiment’s constraints. The greatest internal rate of return is accomplished by the medium sized PV system without any BESS. Finally, assuming a linear deduction of investments, the lowest overall costs can be achieved by a medium sized BESS in combination with the highest-powered PV system.

This paper analyzes current trends and advancements in battery technologies within the automotive sector and explores the potential impact of future innovations on the passenger vehicle market. It provides an overview of both present and next-generation battery technologies, focusing on key performance indicators such as cost and volumetric energy density. By integrating these technologies into different bottom-up calculated vehicle variants using the VECTOR21 vehicle technology scenario model, they are evaluated against each other within a predefined battery diversification scenario. Understanding the design of next-generation battery electric vehicles is crucial to reduce dependencies on raw materials or supply chains and to assess the economic feasibility of potential technologies. The analysis reveals significant short-term market potential for vehicles equipped with low-cost cell chemistries like lithium iron phosphate or sodium-ion batteries. However, once vehicles with conventional powertrains are unable to meet the more stringent CO₂ fleet limits, the sales prospects of models with energy dense Nickel-rich cell chemistries is expected to rise, as agents with demanding range requirements are about to switch to battery electric vehicle options. In order to achieve a relevant market potential for high-performance vehicles with solid-state batteries, cell costs of less than 100 EUR₂₀₂₀/kWh are considered necessary based on the currently implemented willingness-to-pay factors and the expected improvements in conventional batteries with liquid electrolyte.

The automotive industry finds itself in times of multidimensional transformations: Abandonment of combustion engines to transition to electrical engines for the reduction of global CO₂ emissions, digitalization of products, services, and value-creating processes, the collapse of supply chains due to various global crises, continued cost pressure, increasing ESG regulations, and the impending takeover by Chinese manufacturers. These societal and industry shifts are creating significant challenges for European OEMs and their suppliers. Digitalization of the value chain, enabling secure and sovereign data exchange and hence providing improved transparency, efficiency and resilience along the automotive supply chain are the objectives of the initiative Catena-X. Amongst other use cases, the improvement of sustainability is on the top of the agenda for Catena-X, namely capabilities for monitoring and reporting the Product Carbon Footprint (PCF) as well as features in the area of Circular Economy. This article gives insights into these capabilities of Catena-X. It is based on a presentation by the author at the 18^th International MTZ Congress on Future Powertrains, “Powertrains and Energy Systems of Tomorrow 2024”, Chemnitz, May 15^th, 2024 (Padberg, Jürgen, Catena-X’s Contribution to Sustainability in the Automotive Supply Chain, presentation at the 18th International MTZ Congress on Future Powertrains, “Powertrains and Energy Systems of Tomorrow 2024”, Chemnitz, 2024/05/15.).

As the number of electric vehicles increases, the expansion of the charging infrastructure is also increasing in order to create sufficient charging options for electric vehicles. In addition to charging at home, charging at work also plays an important role. AC charging stations are often set up in employee parking lots and connected directly to the industrial grid due to long parking and charging times. This allows existing power reserves to be used and costs to be reduced. This direct integration means that existing harmonic sources from the production grid come into contact with new harmonic sources in the form of electric vehicles, which interact with each other and can increase the harmonic load. This can have a negative impact on production. It makes sense to assess the extent to which electric vehicles affect the production grid before integrating the charging infrastructure. In this publication, measurements carried out on an employee parking lot are evaluated and the results presented.

This paper includes investigations of characteristic-based regulations for voltage unbalance reduction, which were tested in a laboratory environment for the charging of electric vehicles at the low-voltage level. With the regulations, the phase-precise setting of the active and reactive power is performed separately for each phase conductor during charging processes of electric vehicles. The focus is on the investigation of a voltage-dependent active power regulation P(V), a voltage-dependent reactive power regulation Q(V) and a reactive power provision depending on the phase shift of the voltages Q(Δφ_u). A laboratory setup was created that contains a low-voltage grid, which is generated with a grid simulator and a line impedance, and a device under test with which AC charging processes can be performed and in which the regulations are integrated. In addition to power transfer, charging communication is also implemented for realistic charging processes. For the investigations of the regulations, different voltage unbalance cases were generated with the grid simulator, which contain both changes in the RMS values and changes in the phase angles. The results of the tests show that with the phase-precise P(V) regulation unbalance of the RMS voltage values and with the Q(Δφ_u) unbalance of the phase shift of the voltages can be reduced. This also leads to a reduction in the voltage unbalance factor. With R/X ratios greater than 1, which are typically present in low-voltage networks, active power is more suitable for influencing the RMS voltage values and reactive power is more suitable for adjusting the phase angles.

The storage integration of Fuel Cell Electric Vehicles (FCEVs) raises significant challenges, particularly when integrating hydrogen vessels together with batteries into contemporary storage envelopes of Battery Electric Vehicle (BEV) architectures. EDAG Group has developed solutions for the integration of both BEV and FCEV storage systems in the past, yet integration of the fuel cell system has thus far remained unresolved. To overcome this, EDAG Group partnered with Bramble Energy to integrate their PCBFC^TM technology into the hybrid storage platform. Within this contribution, the integration concept of a fuel cell system into EDAG’s storage platform and a design study are illustrated, and vehicle simulations were performed for assessing the energy and H₂ consumption of various design variants. The results demonstrate the potential of the integrated storage and fuel cell platform as a drop-in solution for FCEV in BEV platforms. Overall, this paper shows the importance of flexible and modular integration strategies in the development of next-generation FCEV for passenger cars or light commercial vehicles based upon electric platforms.

The Austrian Automobile, Motorcycle and Touring Club (ÖAMTC for short) is a mobility club, established as a non-partisan, non-profit organization with the aim of supporting and representing mobile people. The club was created in 1946 through the merger of the Austrian Touring Club (founded in 1896) with the Austrian Automobile Club (founded in 1898).