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A Summarised Fuel Consumption Balancing of the Autark Hybrid Drive Line

A Summarised Fuel Consumption Balancing of the Autark Hybrid Drive Line. Bernd-Robert Höhn  Hermann Pflaum  Philipp Guttenberg  Ianislav Krastev. 0 / 142.01.34. A Summarised Fuel Consumption Balancing of the Autark Hybrid Drive Line. Conception. Conception. Test Rig Setup.

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A Summarised Fuel Consumption Balancing of the Autark Hybrid Drive Line

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  1. A Summarised Fuel Consumption Balancing of the Autark Hybrid Drive Line Bernd-Robert Höhn  Hermann Pflaum  Philipp Guttenberg  Ianislav Krastev 0 / 142.01.34

  2. A Summarised Fuel Consumption Balancing of the Autark Hybrid Drive Line Conception Conception Test Rig Setup Cycle Measurements and Fuel Consumption Summary Survey A / 142.01.34

  3. reduction of primary energy consumption reduction of exhaust gas emission fuel tank ic-engine continuously controller variable transmission e-motor/ battery generator zero-emission driving i. e. in city centres reduction of noise emission The Autark Hybrid in principle and objective targets 1 / 142.01.34

  4. wide gear ratio range through i²-transmission optimization of driveline efficency recuperation at overrun conditions The Autark Hybrid ic-engine operation: in situations with low specific fuel consumption electrical operation: in situations with low power demand hybrid operation: at partial-load running  no battery charging out of mains Approaches 2 / 142.01.34

  5. PLM P2 PG,max electric engine ic-engine hysteresis range ic-/electric engine power I III II drive power P1u P2-PLM P1o Operation Strategy 3 / 142.01.34

  6.  conventional driveline Autark Hybrid spec. fuel concumption [g/kWh] ic-engine torque ic-engine speed Simulation FTP72-Zyklus Points of operation at ic-engine map 4 / 142.01.34

  7. A Summarised Fuel Consumption Balancing of the Autark Hybrid Drive Line Conception Test Rig Setup Cycle Measurements and Fuel Consumption Summary Survey B / 142.01.34

  8. electric engine flywheel and brake cardan shaft i²-gearbox ic-engine el-eng.: T,n ic-eng.: T,n adaptor drive output: T,n hydraulic: p, V fuel consumption differential gear load engine The Autark Hybrid on Test Rig 5 / 142.01.34

  9. A Summarised Fuel Consumption Balancing of the Autark Hybrid Drive Line Conception Test Rig Setup Cycle Measurements and Fuel Consumption Summary Survey C / 142.01.34

  10. cycle speed and driven speed v (t) 100 Z v (t) v [km/h] F 50 0 speed of ic-engine and electric engine and state of single disc clutch 3000 n (t) EM n (t) VM n [U/min] 2000 Z (t) TK 1000 0 torque of ic-engine and electric engine 200 M (t) EM 100 M (t) M [Nm] VM 0 -100 transmission ratio of i²-gearbox and “shift aktiv"-signal 1.22 Z (t) SA i (t) G i [ ] 6.84 32.5 fuel mass flow: measured and calculated 4 m (t) Kr,KF 3 m (t) Kr,PLU m [g/s] 2 1 0 700 800 900 1000 1100 1200 1300 t [s] t [s] NEDC: t = 630 - 1220 s 6 / 142.01.34

  11. ic-engine mfuel ic-engine T,n input: T,n output: T,n vehicle brakes i²-gearbox fuel tank ic-engine driving resistance el-engine + converter (TFM) offline- simulation kinetic energy el-engine: T,n simulation of the vehicle electric consumers battery Drive Line on Test Rig as schematic Energy Flow Diagram 7 / 142.01.34

  12. 2,1 kWh 1,85 kWh fuel tank i²-gearbox 1,69 kWh 0,41 kWh 0,16 kWh el-engine (TFM) + converter  ic,rel = = = 97 % 256 g/kWh be opt be cyc 264 g/kWh ic-engine starts : 10 start cons.: 6 g idling cons.: 1 g be cyc : 264 g/kWh  ic,rel: 97 % NEDC - fuel consumption: 559 g NEDC-Cycle Energy Flow:ic-Engine Operation 8 / 142.01.34

  13. vehicle- brakes traction: 1,85 kWh traction: 1,63 kWh 0,10 kWh driving resistance 1,19 kWh recup.: 0,29 kWh overrun: 0,34 kWh kinetic energy 0,71kWh i²-gearbox NEDC-Cycle Energy Flow: Gearbox and Driving Resistances 9 / 142.01.34

  14. recuperation: 0,29 kWh ic-engine: 0,41 kWh electric driving: 0,16 kWh 0,70 kWh el-engine (TFM) +converter el. losses: 0,10 kWh electric consumers hydraulics: 0,15 kWh aux. cons.: 0,22 kWh battery losses: 0,09 kWh charg. bal.: -0,03 kWh NEDC-Cycle Energy Flow: Electric System 10 / 142.01.34

  15. 275 g/kWh brake ic-engine: 2,09 kWh gearboxinput traction: 1,85 kWh overrun: 0,29 kWh gearboxoutput traction: 1,64 kWh/ + 0,5% overrun: 0,34 kWh/ - 0,4% 0,10 kWh i²-gearbox tank ic-engine driving resistance 1,19 kWh be,m: 264 g/kWh VM, reL: 97% starts: 10 start cons.: 6 g idling cons.: 1 g meas. consumption: 559 g corr. charg. balance: + 8 g corr. traction mode: - 2 g corr. engine: -20 g consumption: 545 g _____________________ consumption: 5,9 l/100 km electric engine (TFM) + converter kinetic energy NEDC: simulation: 5,5 l/100 km measurement: 5,9 l/100 km summ: 0 kWh accel.: 0,71 kWh el. losses: 0,10 kWh mech. energies of electric engine: electric driving: - 0,16 kWh generator mode: 0,70 kWh therefrom: recuperation: 0,29 kWh ic-engine operation with charging : 0,41 kWh elektric consumers hydraulics: 0,15 kWh aux. cons.: 0,22 kWh battery charg. bal.: - 0,03 kWh el. losses: 0,09 kWh NEDC-Cycle Energy Flow: Fuel Consumption in NEDC-Cycle 11 / 142.01.34

  16. operating points of ic-engine + 0,07 l/100 km recuperation + 0,07 l/100 km 150 kg surplus weight: + 0,3 l/100 km electric consumption: + 0,08 l/100 km brake i²-gearbox ic-engine tank driving resistance kinetic energy electric engine (TFM) + converter electric consumers battery NEDC-Cycle : Comparison to Simulation / Ideal Operation Mode 12 / 142.01.34

  17. ] - 5,5% + 1,5% - 5% + 9% - 11% + 3,5% - 3% - 10% Fuel Consumption and Savings 13 / 142.01.34

  18. operating points of ic-engine - 0,017 l/100 km recuperation - 0,04 l/100 km standstill shutdown of hydraulic system: - 0,05 l/100 km brake i²-gearbox ic-engine tank driving resistance kinetic energy electric engine (TFM) + converter elektric consumers battery NEDC-Cycle: Further Saving Potentials for Autark Hybrid on Test Rig 14 / 142.01.34

  19. reduction of electric consumers - 0,35 l/100 km weight reduction about 150 kg: - 0,3 l/100 km - 70% reduction of hydraulics demand: - 0,33 l/100 km brake i²-gearbox ic-engine tank driving resistance kinetic energy electric engine (TFM) + converter elektric consumers battery NEDC-Cycle: Saving Potentials for a Autark Hybrid Car close to Mass Production 15 / 142.01.34

  20. A Summarised Fuel Consumption Balancing of the Autark Hybrid Drive Line Conception Test Rig Setup Cycle Measurements and Fuel Consumption Summary Survey D / 142.01.34

  21. drive line of the Autark Hybrid has proved it’s function and it’s ability to save fuel The Autark Hybrid on Test Rig 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 Summary 16 / 142.01.34

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