Abstract

Global transport and mobility are responsible for around 25 % of the greenhouse gas emis-sions and thus one of the key areas to address global warming and reach the Paris climate goals. Additionally, a further stringent reduction of vehicle related emissions is required by upcoming regulations like Euro 7. Different applications, from small, short range urban vehicles to long haul, high load trucks require different power train performance and renewable energy storage to meet the vary-ing requirements while meeting the above targets. In the future, there will be a mix of BEV, PHEV, FCEV and ICE only powertrains using energy from renewable sources like biomass and renewable power or gaseous and liquid fuels like Hydrogen, Methanol, Ethanol or e-gasoline derived from that. The Universität der Bundeswehr has developed a unique modular power train concept based on a serial hybrid architecture which can be used as basis for BEV, PHEV and FCEV.The powertrain concept is based on scalable and interchangeable building blocks: an innova-tive smart battery with cell integrated power electronics and a new multiphase electric motor including the respective power electronics are defining the BEV configuration, adding a fuel cell and hydrogen tank system extend this to a FCEV vehicle, adding an ICE and hydro-gen or ethanol / methanol tank system extend this to a PHEV. Both, the fuel cell and the ICE are profiting from the serial hybrid concept used, as all tran-sient energy requirement will be covered by the smart battery system with high power output at a moderate capacity and thus small size and weight. The fuel cell and the ICE can be operated quasi stationary, only requiring 3-5 operating points to cover the average pow-er needed or to boost when more power than available from the battery is needed. As both have only to cover the average power requirements of the vehicle, the fuel cell and the ICE can be relatively small and thus designed to be long-life and cost effective. For the ICE, this quasi-stationary operation allows also for ultra-low raw emissions and thus requires only a simplified after treatment system to meet even Euro 7.

URL

https://link.springer.com/chapter/10.1007/978-3-658-37009-1_9