Groupes Motopropulseurs du Futur pour une Mobilité à faibles …turbo-moteurs.cnam.fr/publications/pdf/conference3_2018.pdf · 2018-03-27 · Groupes Motopropulseurs du Futur pour

Groupes Motopropulseurs du Futur pour une Mobilité à faibles Émissions de CarboneRalph Saliba, Juergen Manns, Carsten von EssenCNAM Conference, Paris, 27 Mars 2018

IAV 03/2018 TP-T CvE Status: draft, confidential 1

Future Powertrain Scenarios for a Low-Carbon Mobility

IAV S.A.S.U. - 03/2018 - R. Saliba 2

Introduction – where are we today ?

Options for a CO2 - free Mobility

Combustion & Hybrid Engines

Battery Electric & Plug-in Hybrid Powertrains

Fuel Cell Powertrain

Life Cycle Assessment

Customer Behaviour & Incentives

Outlook & Conclusions

Content


3









Content

IAV S.A.S.U. - 03/2018 - R. Saliba

Share of Worldwide, Anthropogenic (man-made) CO2–Emissions

Transport is responsible for 14% of anthropogenic CO2-Emissions

For reasons of climate change and conservation of resources, more renewable energy sources need to be used in the future

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Total anthropogenic greenhouse gas (GHG) emissions (gigatonne of CO2-equivalent per year, GtCO2-eq/yr) from economic sectors in 2010

(Agriculture, Forestry and Other Land Use)

4IAV S.A.S.U. - 03/2018 - R. Saliba

Worldwide Fleet of Light-Duty Vehicles (PC & LCV)

The worldwide vehicle fleet will further grow in the next years. Forecasts for 2040 predict up to 2 Billion vehicles.

Electric vehicles will only have a minor share until 2040

Billion

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worldwide no. of electric vehicles (IEA)worldwide vehicle fleet scenario (ExxonMobil)

5IAV S.A.S.U. - 03/2018 - R. Saliba

Future Worldwide Fuel Demand

Worldwide fuel consumption will still further increase Measures to improve fuel efficiency cannot compensate increasing vehicle

numbers and other consumers

MBDOE (Million Barrels per Day Oil-Equivalent)

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Despite a steadily increase of gasoline-powered vehicles, the overall gasoline fuel demand will not grow from 2020 due to efficiency improvements and hybridization


Climate Protection Plans for 2050 regarding Future Mobility

In principal, there are 3 options to fulfil these demands:1. Use of electrical energy from solar and wind power plants for the operation of electric

vehicles2. Transformation of electrical energy from renewable sources into hydrogen (H2) in order

to operate fuel cell vehicles3. Transformation of electrical energy from renewable sources and hydrogen (H2) into

synthetic fuels (e-fuels) in order to operate vehicles with combustion engine

The Paris Resolution from 2015 means in fact that we have to reduce the greenhouse-gas emissions until 2050 by 80% – 95%, compared to 1990 level.

This means that mobility in 2050 has to be largely CO2-free and that the energy for transportation needs to come from renewable sources.

IAV S.A.S.U. - 03/2018 - R. Saliba 7

CO2 emissions in Europe by OEM

IAV S.A.S.U. - 03/2018 - R. Saliba 8

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Key Data from the EU

EU passenger car fleet (2015): 256 Mio.New passenger car registrations (in 2016): 14,6 Mio.Share of renewable energy from EU electricity generation (2017): 30,0 %Share of nuclear power from EU electricity generation (2017): 25,6 %Share of nuclear power from French electricity generation (2017): 71,0 %CO2-emissions from overall EU electricity generation (2014): 276 g/kWh

IAV S.A.S.U. - 03/2018 - R. Saliba 9

Natural replacement of older vehicles (EU4 and EU5) will still take many years Impact of EU6 vehicles with latest technology on overall air quality is limited

as long as many old vehicles are still on the road

Source: Volkswagen


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Content

Three main Ways for a CO2-free Mobility

Requirement: Using fuels which are

produced without impact on CO2 e-fuels

Combustion Engine & Hybrid Electric Vehicle (HEV)

Battery Electric Vehicle (BEV)

Fuel-Cell Electric Vehicle(FCEV)

IAV S.A.S.U. - 03/2018 - R. Saliba 11

Requirement: Using green electricity

which is produced without impact on CO2

Requirement: Using Hydrogen (H2)

which is produced without impact on CO2

Source: AUDI Source: BMW Source: DAIMLER


IAV S.A.S.U. - 03/2018 - R. Saliba 12









Content

Combustion EnginesChallenge: Minimize Local Emissions

IAV S.A.S.U. - 03/2018 - R. Saliba 13

Future gasoline engine technologies Gasoline Particulate Filter Improved Mapwide Control for = 1 Electrical Heated Catalysts High-Pressure Injection Systems (350 bar) Reduced Wall Heat Losses / Phase Change Cooling Variable Compression Ratio Pre-Chamber Spark Plug

Future diesel engine technologies VVL (2nd exhaust valve lift) Insulated combustion chamber low-surface piston shape Transient NOx Control LNT + aSCR/DPF + SCR

Source: Daimler

Source: Toyota

There is still room for improvement of the classical combustion engines

HybridizationThe Enabler for further CO2 Reduction

14

System costs / degree of electrification

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High Voltage (HV) System

Mild Hybrid48V

extend. Stop/Startelec. Acceleration

limited elec. DrivingRecuperationBSG or ISG

Full HybridHV-System

> 100Velec. Acceleration

electric DrivingRecuperation

ISG

Plug-In HybridHEV / P2

HV-System>> 100V

elec. Accelerationelectric. DrivingRecuperation

Electrical VehicleBEV

HV-System>> 100V

elec. Accelerationelec. DrivingRecuperation

< 3 kW

< 5%

5 - 15%

25 – 30%

< 12 kW

< 25 kW

15 - 25%

40 … 90 kW< 90 kW

Micro Hybrid12V

Stop/StartBSG

Real CO2 Savings in WLTC

67% (@50km e-range) 100% Savings based on Legislation


HybridizationWhy 48V Power Net ?

Classical power net is limited to maximum 250A

Short-time peaks of up to 400A are possible

With introduction of 2nd level power net with 48V the effectively usable power will increase by factor 4

The increase of effective power up to 12 kW (18 kW peak power) @ 48V establishes potentials for further measures of CO2-Emission reduction and future potentials for technical innovation for drivability and aftertreatment

3 6 9 12 P (kW)

200

400

600

800

1000

250 A max.

12 V

48 V

Max. power12 V PN

Max. power48 V PN

A

IAV S.A.S.U. - 03/2018 - R. Saliba 15

48V Power Supply CO2 Reduction with a Mild-Hybrid Powertrain

Depending on the mounting position and the power output of the e-motor the potential for CO2 reduction of a 48V hybrid system is between 3% and 18 %

20 kW is the upper limit for 48V e-motors. With lower power output (e.g. 12 or 15 kW) the potential for CO2 reduction will be around 10%

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IAV S.A.S.U. - 03/2018 - R. Saliba 16

Pote

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Selected Simulation ResultsVehicle: C-SegmentWeight: 1380 kgEngine: 3-cyl. 1.0 l gasolineTransmission: 6-gear-DCT

48V Power SupplyEnabler for new Technologies

First market launch:already done

48V Hybrid Powertrain:Electrical heated catalyst

Electrical compressor

With a 48V power supply system, some technologies that are reducing CO2-and NOx-emissions are becoming more economic

NOx: - 20% (WLTC)CO2: 5% - 15%First market launch:

not yet (for passenger cars)First market launch:already done

IAV S.A.S.U. - 03/2018 - R. Saliba 17

Hybridization Full Hybrid Electric Vehicles (HEV) in Europe

18IAV S.A.S.U. - 03/2018 - R. Saliba

A8AH 5

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LS 300h

LS 600h

C300

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Note

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XV

Prius IV

RAV4

A3 e-tron

Sport quattro

Q7 e-tron225xe 330e 740Le

i3

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C-Max / Fusion

Ioniq

C 350e

GLC 350e

GLE 500e

S 500e

Outlander

Cayenne S

Panamera 4

Panamera SPanamera TS

Prius Prime

S90 T8V60 D6V60 D6XC 90 T8

Golf 7 Passat 8Passat 8 Var.

Twin UpXL 1 TDI

0

20

40

60

80

100

120

140

160

180

200

0 5 10 15 20

CO

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mis

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[g/

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Battery Capacity [kWh]

CO2 - Emission vs. Battery CapacityHEVPHEV

HEV: Typical Battery size of HEV‘s is 2 kWh Limited potential for CO2 savings due to low

battery capacity Limited electric driving capabilities Fuel saving by recuperation and load shifting

HEV

CO2 - neutral Fuels Example from AUDI: production of e-Diesel

The planned facility will have a capacity of around 400,000 liters (105,669 US gal) per year.

IAV S.A.S.U. - 03/2018 - R. Saliba 19

Source: AUDI

The Fischer-Tropsch reaction is used to produce e-diesel from CO2 and renewable energy

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CO2 - neutral Fuels Power-to-Liquid: e-Diesel Production from Wind Energy

By using such e-diesel fuel, also older cars can run relatively clean However, it is not possible to avoid tailpipe emissions completely Power-to-Liquid plants are currently not yet profitable In some countries, taxes have to be paid for electric energy that is used for

production of e-fuels. Therefor, the EU currently is looking for better boundary conditions for the production of e-fuels Similar to e-Diesel, also Kerosene and Gasoline fuel can be produced CO2 - neutral

Electrolysis of water to oxygen and hydrogen (H2) with green electricity

Reaction of H2 with CO2 in two chemical processes at 220 °C and 25 bar to a liquid of oxygenated hydrocarbons

This process has an efficiency of up to 70%.

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IAV S.A.S.U. - 03/2018 - R. Saliba 20

CO2 - neutral FuelsPower-to-Gas (CH4) / Example from AUDI

IAV S.A.S.U. - 03/2018 - R. Saliba 21

Mining & Production of CNG need less effort & energy than for liquid e-fuels

Source: AUDI

CNG PowertrainExample: Audi A4 Avant g-tron

Advantage of e-CNG Engines: Less soot from combustion High knocking resistance Technology is available and relatively cheap compared to electrified PWT Lower CO2 emissions compared to gasoline and diesel

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IAV S.A.S.U. - 03/2018 - R. Saliba 22

Fuel tankCNG pipesCNG pressurecontrol

CNG tank module with 4 CNG bottles19 kg CNG / 200 bar2.0 l TFSI engine

125 kW / 270 Nm

CNG filling plug

85%

CO2 - neutral Fuels Efficiency of Energy Conversion and Driving

IAV S.A.S.U. - 03/2018 - R. Saliba 23

Production Transport

H2

CH4

Electricity

e-Diesel/e-Gasoline

95 %

64 % - 77 % 80 %

90 %

50 %

30 %

30 %

100 %

45% - 50%

Drive

99 %

99 %

Electricity

49 % - 77 %

26 % -31 %

15 % -23 %

13 % -15 %

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CO2 - neutral Fuels CNG - European Natural Gas Network

IAV S.A.S.U. - 03/2018 - R. Saliba 24

Europe has a nationwide natural gas infrastructure CH4 from a power-to-gas plant can be fed into the existing gas network.

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IAV S.A.S.U. - 03/2018 - R. Saliba 25









Content

Battery Electric Vehicles (BEV & PHEV)

IAV S.A.S.U. - 03/2018 - R. Saliba 26

BEV: Shows the best local emission

behaviour Fully depends on charging

infrastructure Operating range depends on costs

PHEV: Both advantages of a BEV and a

combustion engine are combined Real CO2 savings depend on battery

size and use of recharging option Less dependency on charging

infrastructure

Battery Electric Vehicle (BEV)Components of a BEV

IAV S.A.S.U. - 03/2018 - R. Saliba 27

Source: H. Manz, M. Bruna, M. Thiel: Batteriesysteme "Made in Braunschweig"- Aspekte einer neuen Technologie für einen Fahrwerkstandort, Volkswagen AG, 2015

electric motor

power electronic

High-voltage lines

electrical heater

electric air conditioning

electric brake booster

battery

Battery Electric Vehicle (BEV) Low Temperature

Low temperatures significantly reduce the range of electric vehicles

28

BMW i3 (2016): Battery capacity: 21,6 kWhNominal range (NEDC): 190 km Car sharing BMW i3 at ambient

temperature of -6,5°C: range = 67km

Source: BMW


Battery Electric Vehicle (BEV)Value-added Chain of a Battery

The traction battery is today the most important part of an electric vehicle with 30 - 40% share of the added value

The battery cell is the part with the highest added value of the battery pack (60 - 70%)

IAV S.A.S.U. - 03/2018 - R. Saliba 29

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GraphiteMetal Oxides

PolymersSalts

Black CarbonsCu / Al layers

Solvents

AnodesCathodes

SeparatorsElectrolytesSeal BandsPackaging

Current Conductor

Pouch CellRound CellPrisma Cell

BatteryBattery Modules

Materials Components BatteriesCells

Battery Electric Vehicle (BEV)Trend of the Battery Cost 2010 - 2035

Battery costs have dropped over the past years significantly However, battery costs need to be further reduced so that the costs of a BEV

reach a similar level as a passenger car with combustion engine

IAV S.A.S.U. - 03/2018 - R. Saliba 30

Bat

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EU

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/ kW

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Battery Electric Vehicle (BEV)Research Project EMBATT - Chassis Embedded Energy

Project Partner: Fraunhofer IKTS, IAV GmbH, thyssenkrupp System Engineering GmbH

Motivation

1000 km electrical driving range by low battery costs and high safety requirements

Amount of storage material in current battery systems comprising of cells, modules and periphery is only about 30-40 %

Modular battery concepts are necessary to achieve requirements for EV and utility vehicles

IAV S.A.S.U. - 03/2018 - R. Saliba 31

Hybrid & Plug-in Hybrid Vehicles in Europe

32IAV S.A.S.U. - 03/2018 - R. Saliba

A8AH 5

Mondeo

CR-Z

Ioniq

Q50

Niro

LS 300h

LS 600h

C300

S 400

Note

Range Rover

XV

Prius IV

RAV4

A3 e-tron

Sport quattro

Q7 e-tron225xe 330e 740Le

i3

i8

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ELR

Volt

C-Max / Fusion

Ioniq

C 350e

GLC 350e

GLE 500e

S 500e

Outlander

Cayenne S

Panamera 4

Panamera SPanamera TS

Prius Prime

S90 T8V60 D6V60 D6XC 90 T8

Golf 7 Passat 8Passat 8 Var.

Twin UpXL 1 TDI

0

20

40

60

80

100

120

140

160

180

200

0 5 10 15 20

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mis

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[g/

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Battery Capacity [kWh]

CO2 - Emission vs. Battery CapacityHEVPHEVPHEV

Typical Battery size of PHEV‘s is 5 to 20 kWh Real electric driving capabilities Fuel saving by recuperation and load shifting Additional fuel saving by battery re-charging

HEV

PHEV

Hybrid & EV Transmission Systems

Dedicated transmission systems for hybrid powertrains and even EV‘s help to improve driveability and efficiency

With increasing numbers of hybrid and electric vehicles the development of such dedicated and integrated transmission systems will become worth the effort

IAV S.A.S.U. - 03/2018 - R. Saliba 33

Hybrid & EV Transmission SystemsSelected Examples from IAV

IAV Power Hybrid Dedicated Hybrid Transmission Several hybrid & electric modes Scalable eMotor (90kW,

300Nm) Based on 4-speed 750Nm

Transmission High performance application

IAV Electrified LC Platform Dedicated Hybrid TM Several hybrid & electric

modes 48V-eMotor (15kW) Based on 3-speed 220Nm

Transmission Low Cost application (A- &

B-segment)

IAV eDrive 2nd Generation Pure electric drive unit Scalable eMotor (80kW,

280Nm) Modularity in terms number

of speeds (1- to 3-speeds) A- to D-segment application

IAV S.A.S.U. - 03/2018 - R. Saliba 34

Charging InfrastructureOverview on Different Charging Systems

Standardization is still ongoing Standardization is necessary for charging, billing and vehicle-to-grid

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IAV S.A.S.U. - 03/2018 - R. Saliba 35

3,6 kW

typical 11 kW(3,6 - 44 kW)

typical 22 kW(up to 50 kW)



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Charging InfrastructureCosts Analysis for a Charging Infrastructure

Costs for infrastructure relatively high compared to revenue with charging Additional business models are looked for in order to finance the costs for

charging stations

IAV S.A.S.U. - 03/2018 - R. Saliba 36

One-time costs in EUR per charging point

HardwareChargingStation

HardwareDirect

Payment

Installation ofChargingStation

Connectionto

Power Supply

Building Cost

Subsidy

Designation of E-Parking

Space

Permission for

E-Parking

TotalAmount

Charging InfrastructureExample for Requirements: Berlin, Kantstraße

In residential areas the transition to EV‘s requires huge investments in infrastructure

Solutions for a controlled charging or even discharging of EV‘s for a stabilization of the electrical power network are not available on short-term

Length of the street: 2,3 km

No. of private vehicles(= no. of required parking lots): 800

No. of charging stations: 400

Charging power for eachparking lot: 11 kW

Power demand from the whole street: 4,4 MW(for estimated 50% utilization)

Costs per charging station: 9.000 €

Overall costs per street: 3.6 Mio. €

IAV S.A.S.U. - 03/2018 - R. Saliba 37


IAV S.A.S.U. - 03/2018 - R. Saliba 38









Content

Fuel Cell Electric Vehicles (FCEV)

IAV S.A.S.U. - 03/2018 - R. Saliba 39

FCEV: Electric Powertrain with on-board

power generation from H2

Higher mileage possible as with BEV Quicker refilling as with BEV Build-up of H2 refilling stations

faster than build-up of e-charging infrastructure

H2-based Fuel Cell Electric Vehicles (FCEV)First Fuel Cell Vehicle - GM Electrovan (1966)

IAV S.A.S.U. - 03/2018 - R. Saliba 40

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H2-based Fuel Cell Electric Vehicles (FCEV) DAIMLER GLC F-Cell and TOYOTA Mirai

Up to now, only very few vehicle models with fuel cell are offered in small series

Tank size: 4 kg H2Battery type: Lithium-IonBattery Capacity: 9 kWh Operating range: 500 km in NEDC

Tank size : 5 kg H2Battery type : Lithium-IonBattery Capacity : 1,6 kWh Operating range : 500 km in NEDC

IAV S.A.S.U. - 03/2018 - R. Saliba 41

H2 - based

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Main features

Fuel Cell Test station for FC-Stack up to 180kW elec. power FC-System up to 150kW elec. Power

1000V and 1000A

Development of components, stack and system

Dynamic operation

Suitable for development & durability tasks

Tests at ambient temperature

Link to IAV´s Fuel Cell Vehicle simulation

IAV´s Fuel Cell Test Station

IAV S.A.S.U. - 03/2018 - R. Saliba 42

Comparison FCEV vs. BEVCosts per kWh

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IAV S.A.S.U. - 03/2018 - R. Saliba 43

Costs per energy content decrease for a FCEV with increasing operating range. For a BEV, they stay nearly constant (costs dominated by the battery)

According to above study, from 350 km operating range a FCEV is less expensive than a BEV

Hydrogen InfrastructureAvailability of H2 Filling Stations in Central Europe

IAV S.A.S.U. - 03/2018 - R. Saliba 44

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Hydrogen InfrastructureAvailability of H2 Filling Stations in Central Europe

The number of H2 filling stations is still very low Building up a network of H2 filling stations can be realized much faster than

a nation-wide e-charging infrastructure However, the costs for a H2 filling station are ~1 Mio. Euro

H2 refuelling station in France29 H2 stations planned by 2020

IAV S.A.S.U. - 03/2018 - R. Saliba 45

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IAV S.A.S.U. - 03/2018 - R. Saliba 46









Content

Life Cycle Assessment (LCA):Comparison of Drive Concepts

IAV S.A.S.U. - 03/2018 - R. Saliba 47

Sou

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IAV

, Aut

omot

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02/

2016

Comparison of drive concepts (200.000 km mileage) using fossil-based and carbon-neutral energy sources.

Life Cycle Assessment (LCA):Comparison of Drive Concepts

IAV S.A.S.U. - 03/2018 - R. Saliba 48

Battery production is very energy-intensive. Depending on the electricity-mix, CO2 emissions for battery production can be quite high

Comparing conventional vs. electric powertrains, different LCA-studies show different results. This is caused by uncertainties of the CO2 emissions for the battery production, and the values that were used for battery size and vehicle mileage in the simulation

Using e-fuels, a passenger car with combustion engine can theoretically reach very low CO2 life cycle values. However, there are still local emissions from the car and much energy is used for e-fuel production

Comparison of drive concepts (200.000 km mileage) using fossil-based and carbon-neutral energy sources.


IAV S.A.S.U. - 03/2018 - R. Saliba 49









Content

BEV & PHEV VehiclesSales Numbers 2010 - 2016

The market share of BEV and PHEV vehicles is still relatively small in the main automotive markets – however is increasing steadily

The high market share in Norway and the Netherlands is based on high incentives for BEV and PHEV vehicles. The governmental funding of a Tesla X model in Norway is 60.000 Euro.

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IAV S.A.S.U. - 03/2018 - R. Saliba 50

BEV = Battery Electric VehiclePHEV = Plug-in Hybrid Electric Vehicle

BEV & PHEV VehiclesImpact of Incentives

Incentives are still the main driving factor for the sales of BEV and PHEV The EV market is still very fragile. In case of stopping of incentives, a

significant reduction in EV sales numbers can be seen The share of EV‘s in Denmark went down from 2.4% to 0.4% after stopping Annual sales of Tesla vehicles in Hong Kong decreased from 3.000 to near 0

after the incentives were stopped

Market share of BEV and PHEV sales in Denmark

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IAV S.A.S.U. - 03/2018 - R. Saliba 51


IAV S.A.S.U. - 03/2018 - R. Saliba 52









Content

Outlook: Ways towards a CO2-free MobilityFuture Challenges

To Do: Increase production of fuels

without CO2-impact (e-fuels) Make e-fuels available at petrol

stations

To Do: Reduction of battery costs Increase vehicle range Increase availability of

electrical vehicles Increase share of

green electricity Build up of charging

infrastructure

To Do: Reduction of fuel cell costs Increase availability of fuel-

cell vehicles Build up of H2 infrastructure

IAV S.A.S.U. - 03/2018 - R. Saliba 53

Combustion Engine & Hybrid Electric Vehicle (HEV)

Battery Electric Vehicle (BEV)

Fuel-Cell Electric Vehicle(FCEV)

Conclusion

IAV S.A.S.U. - 03/2018 - R. Saliba 54

A carbon-free mobility is necessary and feasible The required powertrain technologies for BEV’s

and FCEV’s are developed and available Main obstacles are still the missing charging

infrastructure, the real-life driving distances of BEV’s and the high production costs In the end, the customer decides how quick and

how many BEV’s and FCEV’s will be on the road – however the government and the cities can make it attractive. A dense network of charging stations, tax exemptions and other incentives can push this Nevertheless, the transition to a totally carbon-

free mobility will not happen within a few years. There will still be vehicles with combustion engines on the market for the next 10-15 years. However, with increasing availability of e-fuels, the CO2-footprint of these engines will be less

Thank YouDr. Ralph Saliba

IAV S.A.S.U.

4 Rue Georges Guynemer, 78280 GuyancourtPhone +33 6 16 22 23 19

[email protected]

www.iav.com

IAV 03/2018 TP-T CvE Status: draft, confidential 55

Documents

Groupes Motopropulseurs du Futur pour une Mobilité à faibles …turbo-moteurs.cnam.fr/publications/pdf/conference3_2018.pdf · 2018-03-27 · Groupes Motopropulseurs du Futur pour