DEVELOPING FUTURE MOBILITY - FEV Group
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Issue 60 FEV CUSTOMER MAGAZIN
DEVELOPING FUTURE MOBILITY
CONNECTIVITY
Systems Approach for
Connected Car Ecosystems
HYBRIDS AND BEV
Multi-Level Simulation Approach for
Hybrid and Electric Vehicles
FUEL CELL
BREEZE! FEV Brings the Fuel Cell
to the Street
FEV BATTERIES
Battery Development
from Concept to SoP
EDITORIAL
INHALTSVERZEICHNIS
Dear readers,
PAGE 04 PAGE 20 PAGE 24
Doing desk work or fitness exercises dur- battery concepts from concept to mass
ing your commute? Current assistance production. In addition, our research show
systems don’t allow for that just yet, but that optimized operating strategies for
autonomous driving, at least on freeways hybrid vehicles that consider battery aging
between exits, will be here sooner than can significantly increase efficiency and
predicted. Meanwhile, all OEM share the service life.
opinion that the future will be “assist-
ed, connected, electric & shared”. These Nevertheless, in the mid-term, also tradi-
changes go hand in hand with an accel- tional combustion engines – whether as
erated change in society with respect to part of hybrid systems, range extenders,
the demands posed on mobility which or as the sole powertrain – will continue to
are technologically challenging for us as define mobility. Optimizing these systems
automotive developers. therefore not only makes sense, but is ab-
solutely necessary. A number of measures
For many years now, FEV has been focused that both increase efficiency and reduce
on the development work arising from emissions, such as water injection in SI FEV's systems approach for FEV brings the fuel cell Battery development
automated driving under the code word engines, variable compression ratio, or connected car ecosystems to the street from concept to SoP
“FEV Smart Vehicle.” In light of the rapidly expansion of the low-pressure EGR area
growing number of functions, technolo- in diesel engines, still offer vast potential.
gies and suppliers, a holistic development
approach is becoming critical to success. I hope you enjoy reading SPECTRUM.
FEV’s “connected system thinking” plays Please don’t hesitate to contact us about 01 FEV SMART VEHICLE DEVELOPMENT
a key role here, as do high-performance your individual development targets.
processes and tools. In this issue of SPEC-
TRUM, we will present various aspects of
FEV's systems approach to developing
complex connected car ecosystems 04 Potentials of open service platforms for
smart vehicles 08
the development approach for connected
12 16
vehicles with needs-based drive units. Automated driving: New degrees of Multi-level simulation approach for
freedom for improving the powertrain hybrid and electric vehicles
FEV discusses some practical studies that
present the possibility of innovation plat-
forms which will allow the transfer the
benefits from the open source movement
Dr.-Ing. Norbert Alt
Executive Vice President
FEV brings the fuel cell
to the street 20 Battery development
from concept to SoP 24
and the open innovation world in the FEV GmbH
automotive world. The design of drive-
trains and all of their components can be
accomplished quickly and inexpensively
Considering battery aging in the operation
strategy for hybrid commercial vehicles 26
via FEV’s multistage simulation approach
for hybrid and electric vehicles. Our fuel 02 RESEARCH AND DEVELOPMENT
cell range extender, which has been in-
corporated into an A-segment vehicle,
demonstrates that there is vast potential
outside of the mainstream.
Water injection:
High power and high efficieny combined 30 Real driving emissions: Investigations to
extend the LP-EGR operating window 32
The limiting factor in pure battery electric
vehicles is still the battery, its manage-
Robust emissions concepts to meet future
EU-6d emissions standards 34 Large engines: Medium-speed engine for
marine applications and more 36
ment and its layout. We support our cus-
tomers in the development of optimized TOTAL Test Center: Inauguration at Solaize,
France 40
2 3
Connectivity Connectivity
01 FEV SMART VEHICLE DEVELOPMENT
CONNECTIVITY
OVERCOMING COMPLEXITY WITH
T
he individual pieces of a telematics system or an auton- FEV as End-to-End Solution Provider
CONNECTED SYSTEM THINKING omous vehicle need to be designed from the ground-up
with connected system thinking. Otherwise, thousands FEV designs hardware components for its customers in the
A SYSTEMS APPROACH TO DEVELOPING COMPLEX CONNECTED CAR ECOSYSTEMS of small components comprising the system, often connected vehicle space. We also develop control software
provided by a large number of suppliers, will result in an end and the company tests and validates the features and functions
product that fails to meet general consumer expectations and of different domain controllers. In parallel, we integrate these
OEM’s face many challenges with connected vehicle components and systems in both current and next may not even function properly, not to mention that it would likely pieces from different suppliers and industries into the end-to-end
generation programs. A significant takeaway for FEV has been that the entire ecosystem and lifecycle of the provide a poor customer experience. “When we send a simple system and validate them in the connected vehicle ecosystem.
program needs to be managed and viewed through a connected system thinking mentality and process. This text message to our friends or colleagues who, many times, are Connected system thinking is at the core of FEV’s design, inte-
approach covers the whole process from the design to integration and eventual validation of a connected sitting in the same building, we rarely think of the complexity gration, and validation activities; in all of these tasks, the one
vehicle and assures a robust and reliable end-to-end system. of the foundational infrastructure for this process - despite the thing that is stressed from the beginning, is to do everything with
knowledge that such a message must pass through numerous the entire system in mind. The use of automated development
technologies and interfaces” explains Dr. Thomas Hülshorst, and test tools is critical for these types of activities. While this
Group Vice President Electronics und Electrificationat by FEV. is certainly true for individual components such as an ADAS
“The automotive industry often seems to underestimate the forward facing collision avoidance control system, it is also true
tremendous complexity that makes up the connected vehicle of the sub-system and the end-to-end system making up the
ecosystem. Infotainment, telematics, ADAS, autonomous driving, complete ecosystem of a connected vehicle.
cyber security, OTA, eHorizon, Car2X, the cloud, backends, etc.
are all interconnected with various new and legacy systems
from a group of different suppliers that, combined, add up to
thousands of interfaces that all need to communicate reliably
during normal and high-stress vehicle conditions in order to be
IN TODAY’S WORLD, EVERYTHING considered safe and reliable.”
COMMUNICATES WITH EVERYTHING;
THE VEHICLE IS NO LONGER THE CENTER
OF THE TRANSPORTATION INDUSTRY, BUT
JUST ANOTHER NODE ON THE IOT, AND
CARS DRIVE ON THE NETWORK
4 5
Connectivity Connectivity
01 FEV SMART VEHICLE DEVELOPMENT
Connected vehicles must be
understood as integrated
systems. FEV supports its
System Specs Design Integration Validation Production Release customers during all devel-
opment phases and offers
turnkey development from
one hand.
Sophisticated Tools and Processes are ers every day. FEV’s customers realize the benefits of using Safety first Your Engineering Partner
Becoming More Important sophisticated connected vehicle HiL systems such as FEV’s
Telematics System Tester (TST) or the HMI Test System (HMIts) FEV has been working in the powertrain domain space for over 30 The foundational system challenges facing the connected vehicle
The use of sophisticated simulation and modeling tools for for testing features and functions of connected vehicle applica- years, a period during which quality and reliability have steadily are numerous, highly complex, and continuously evolving. The
component and system automation testing is only slowly gaining tions like GPS, cellular, WiFi, BT, LiDar, Radar, and DSRC -- rather improved. Today, the company supports its customers as they industry has not seen or dealt with many of these new, emerging
traction and acceptance in the automotive space. Many suppliers than performing such testing with separate and standalone adopt similar methods and tools in the design, integration, and technologies before, nor does it have substantial experience
and OEMs still rely predominantly on manual testing done on systems in the lab. validation of connected vehicle applications. A well-engineered with the influence of previously disconnected industries coming
simple benches or in vehicles. But such an approach does not system starts with thorough and detailed requirement specifi- together or the potential impact of parts being supplied by a
support the lifecycle of the technologies used nor is it compatible Transfer of Tools and Methodologies cations that begin by incorporating the need and provision for supply-base that is now much larger and more diverse. The
with the compressed development time cycle that the OEMs validation. Functional safety (ISO26262) is an important design complexity of the applications needed in a connected vehicle
aspire to. While vehicle testing has a place in the integration and To build up an acceptable foundation for connected vehicle practice that needs to be adopted by the connected vehicle cannot be supported by the existing foundation - proper sub-
validation phase of nearly all programs, it should not be con- infrastructure and systems, it will be necessary to not only community. Unfortunately, today, it is only applied in the case ject matter experts must be available and the development
sidered as the primary means embrace a new way of thinking that is adapted to the con- of ADAS and autonomous driving. Cyber security, still a very process must assure that the fundamentals of the entire system
of validating critical functions nected space, but also to adopt a mentality of applying tools new, yet ever-present and dangerous threat to the connected are addressed. FEV engineers help their customers to bring it
such as ADAS, autonomous and methodologies that have become common practice for vehicle, needs to receive more attention and will require new all together and make the complete end-to-end system work
driving, and telematics. other vehicle domains (such as powertrain and high voltage design and validation practices to which the automotive space consistently and reliably through connected system thinking.
Over-reliance on manu- systems). HiL systems have been widely used in these areas has not previously been accustomed to. Though ad-hoc test- This process and methodology incorporates connected vehicle
al testing (often done for some time. In addition, heavy reliance on processes such ing has always been a part of the auto industry, cyber security design, integration, and validation of the components making
using resources as functional safety have brought significant improvements in penetration testing throughout the entire ecosystem (vehicle, up the connected vehicle system – both inside and outside
with little or no reliability, robustness, and quality to these areas of the vehicle. cloud, apps, backend, etc.) is new and needs a different type of the car. FEV’s approach to connected system thinking is
domain and FEV believes that dismissing such methods and tools as not of skillset than what a traditional automotive test engineer the key to a safe, reliable, secure, and successful connected
system expe- being applicable to the connected vehicle space would be a possesses. Understanding and considering all of the vehicle vehicle program.
rience and profound error in judgement. Connected vehicle engineering domains and the ecosystem is critical when designing and
expertise) must embrace and apply these tools. As vehicle components validating a connected vehicle. Thousands of existing use cases
represents and sub-systems become one large, cohesive and interdepend- must be considered and hundreds of new ones will be added on
significant risk ent system, design and validation processes and tools need to a regular basis during the lifecycle of a connected car. Written by
to any connected become similarly unified for all vehicle domains. Quality, safety, Stephan A. Tarnutzer
vehicle program. and security are no longer limited to a few areas of the car, but Starnutzer@fev.com
FEV engineers have have become part of the entire ecosystem of a connected car
demonstrated the ad- (inside and outside the vehicle). Cyber security, e-Horizon, and
vantages and benefits of OTA software updates, all very critical components of ADAS,
simulation and modeling autonomous driving, and telematics, have at least 50% of their
capabilities and technologies functionality and complexity ‘located’ outside of the car. Yet
for development and testing all these features and functions impact sub-systems inside the
The complexity of the connected
vehicle eco-system is very challenging. purposes and they put them to car and have a high degree of impact on a vehicle’s reliability,
work for the company’s custom- safety, and security.
6 7
Connectivity Connectivity
01 FEV SMART VEHICLE DEVELOPMENT
CONNECTIVITY
THE THIRD PARTY DESIGN OF
IT IS POSSIBLE TO DESIGN AN OPEN SERVICE SERVICES OR APPS IS CHAL-
SYSTEM WITHOUT COMPROMISING STANDARDS LENGING DUE TO INTERFER-
ENCES AND INTERDEPENDEN-
IN SAFETY, DATA PRIVACY, OR DATA SECURITY CIES WITH OTHER SERVICES
DR. THOMAS HÜLSHORST TALKS ABOUT POTENTIALS OF
OPEN SERVICE PLATFORMS
Dr. Thomas Hülshorst,
Group-Vice President
Electronics & Electrification at FEV
The internet industry has showcased
impressive development speeds and
execution skills, which resulted in a
diverse service and product offering
in the digital area. Some of the servic-
es have a monopoly position and at
the same time an overwhelming user
acceptance, such that OEMs see them-
selves motivated to integrate these
Service system landscape services into the car. Now the general
question for the automotive and trans-
portation industry remains, to which
extent and under which conditions
to open up their systems. The focus
lies on cross-functional approaches
to combine the best of both worlds:
agility, flexibility, and execution from
the digital world with reliability and
safety from the automotive world.
This is why FEV has put forward vari-
ous research projects to evaluate the
concept of an open service platform
(open service cloud). The aim of this
platform is to translate the key suc-
cess factors and benefits of the open
source and open innovation world
(for example Linux, Android) into the
automotive world.
8 9
Connectivity Connectivity
01 FEV SMART VEHICLE DEVELOPMENT
security gateway which prevents the data exchange between
communication module and vehicle electronics from external in-
terferences with help of parallel hardware and software solutions.
Which experiences can FEV offer in this context?
For many years now, FEV is highly involved in series integration
and validation of such systems and has taken part in various
research and consulting projects – and is still doing so. In the
context of open service system the publicly funded research
project named O(SC)²ar – Open Service Cloud for the Smart
Car. In this project, together with partners, FEV established a
scenario with a continuous unidirectional data transmission
Open Innovation Ecosystem
from a distributed and heterogeneous fleet of electric vehicles
to an energy supplier. Here, the transmitted data set contained
What are the differences of level provides the functionality to ex- validation for many years. The documen- detailed information about the battery status and recent energy
vehicle software in contrast to change information with cloud services. tation and managerial efforts are very consumption together with location data of the vehicle. FEV
consumer software? First the server environment providing a large and require open, well documented together with its partners implemented data transmission to
certain set of services like traffic informa- and well- supported interface standards. the cloud service. In another, still ongoing project, called City-e,
During the development process of vehi- tion services, route optimization servic- In addition, to take advantage of open in- Denso and FEV are researching and developing connected
cle focus a strong focus lies on reliability, es, energy management support, driving novations, we believe, that a development mobility services using the complete set of car-to-X technology.
safety and security. As a result, a complex strategy optimization, etc. And finally the platform has to be established. More than 100 cloud service ideas were developed, and the
multilevel validation approach is used vehicle environment, consisting of control most promising were implemented and tested using an open
to test this software. At the same time, units, the HMI, – and other components How can safety and data development platform together with HMI concepts, in a vehicle
more and more attributes from consumer like sensors. security be guaranteed fleet with an (partial) open innovation approach to demonstrate
software – e.g. customizability and up- despite of the integration of the feasibility and the potential of connected assistance systems
datability – are being transferred to the How can third parties be inte- third-party players?
automotive sector. grated into this landscape? Your studies are a good prove of the open service
Adaption to individual needs and to en- It is possible to design an open service concept but what needs to be done to start the
vironmental changes is expected to “just Support to potential third parties with system without compromising standards implementation of the open innovation approach?
work” in the vehicle and the overall system regard to this system means to open up in safety, data privacy, or data security. Web-based visualisation of vehicle data
(speed profile and ambient temperature)
has to provide a seamless user experience and share the last two environments with- The data provision system of the vehicle A final design of an open innovation approach has still to be
embodying continuous improvements out compromising safety, data privacy can stay completely closed without any defined and has not been decided yet. Open questions include
and up-to-date services. In contrast to and data security. This includes sharing access by third parties. The only necessity the membership model, open access, fee structure and more.
consumer software, there is only a very portions of the vehicle state and meas- is access to a commonly agreed service A simple copy of existing open innovation approaches to the
low tolerance for faults and failures when urement data, sharing the HMI for input interface. The data can be transmitted automotive world is not that easy, due to the high safety and
it comes to vehicle software. and output and sharing the communica- by the closed part of the communication security standards. Yet, in the area of transmission protocols,
tion infrastructure and data transmission environment and be distributed via cas- the provision of open standards and available reference imple-
Which components does a ve- channels. caded cloud communication systems to mentations with approved licenses (as by OSI) for commercial
hicle service system landscape the relevant service parties. Of course, the usage are without doubt reasonable. In this context FEV would
consist of and which function- Which efforts must be taken to vehicle’s data transmission system and the also like to point to the W3C effort to establish a web standard for
alities do these components integrate these third-parties OEM server stay under full control of the the automotive sector, which specifies the vehicle data portions Draft design of a vehicle display
include? and which initial measures manufacturer. In case the vehicle enters of interest for third party services and defines an interface for
must be taken? a safety critical state, full computing and access to the current state of the vehicle that can be provided
In a vehicle service system there are nor- transmission capacity must be used for without compromising vehicle safety.
Interview with
mally three interacting elements involved. The third party design of services or apps safety relevant services.
Dr. Thomas Hülshorst
The first element is the vehicle environ- is challenging due to interferences and The vehicle remains the last decisions Huelshorst@fev.com
ment consisting of control units with sen- interdependencies with other services. of data transmission and can optimize
sors, the HMI, the infotainment system as They are partially hard to predict and and priorize the data transfer flow when
well as Advanced Driver Assistant Systems have to be tested together. FEV has been multiple services request the same data.
(ADAS). In addition, the communication a competent partner for integration and For this purpose, FEV has developed a
10 11
Automated Driving Automated Driving
01 FEV SMART VEHICLE DEVELOPMENT
AUTOMATED DRIVING
CONNECTED AND AUTOMATED VEHICLES New Mobility Concepts Evolving User Expectations for Individual
Transportation Needs
Based on automation and connectivity technology, new mo-
NEW DEGREES OF FREEDOM FOR IMPROVING THE POWERTRAIN bility concepts and usage patterns will enter the market in the Depending on the mobility scenario, including trip distance and
next 10-15 years. Driverless transportation offerings are facing number of passengers, five different transportation concepts
In addition to traditional, human-centered vehicles, highly automated and connected vehicle concepts will hit the prosperous market outlooks in European cities. Today's “car have been developed. Five future automated and connected
market in the next 10-15 years. In the fully automated stage (SAE level 5), the driver—or better, the vehicle user—will to go” concept will transform into an automated “car to come” vehicles have been designed for five corresponding baseline
be out of the control loop. This new experience in mobility goes hand in hand with evolving user expectations and approach, with guaranteed door-to-door transportation. A vehicles (from inner-city vehicles for one person to long-distance
buying criteria. Anticipating this trend, OEMs have the opportunity to create a new vehicle and powertrain portfolio specialized "City Pod" vehicle is purely designed for mobility transportation with multiple passengers).
organized according to individual mobility scenarios (e.g. shared city mobility). This allows OEMs not only to develop within a city. It is expected that these vehicles will be powered
new vehicle concepts, a fresh brand image and exciting user journeys, but also to optimize powertrains in terms of by an electric drivetrain and, if necessary, equipped with a In a user survey, FEV measured the degree of evolving user
cost and fuel consumption. FEV and FEV Consulting are highly involved in these areas in terms of market studies, range extender. expectations for all five tuples. A tuple represents one mobility
research and tailor-made developments. Against this backdrop, the experts have conducted a field study in which For out-of-city trips, City Pods or Collectivos could bring passen- scenario, including a baseline and an adapted, automated future
future mobility concepts have been evaluated, focusing on cost and fuel consumption optimization potential to gers to a "Vehicle Hub,” where passengers (or the entire cabin) are version of the vehicle. For each tuple, the expectation deltas are
improve the powertrains. transferred onto a "Motorway Pod," or an "LDPC" (Long Distance translated into future powertrain specifications using a modified
People Carrier)—a fully automated, dedicated long-distance QFD (Quality Function Deployment) approach. After that, the
vehicle with an optimized vehicle and powertrain design. Micro impact of the differences in specifications was translated into
or mildly hybridized Diesel vehicles are good candidates, due costs and CO2 emissions.
ON THE JOURNEY TO AUTOMATED DRIVING, MAJOR to the given duty cycles.
Individually or privately owned vehicles will co-exist with shared At the core of the approach is an integrated tool, which includes
CHALLENGES SUCH AS REDUCTION OF VALIDATION AND mobility solutions in the future. These individually owned vehi- a modified QFD process and relation matrix to assure correct
HARDWARE COSTS, EFFICIENT REDUNDANCY CONCEPTS, cles will cover both short-distance, urban trips with minimum weighting of the vehicle and powertrain characteristics. The
REGULATORY ISSUES AND CYBER SECURITY, AND EFFICIENT emissions and long-distance, outer-city stretches requiring
high reach. A gasoline PHEV concept for All-Rounder vehicles
translation into detailed specification changes is supported
and validated by expert estimations.
TESTING PROCEDURES NEED TO BE MASTERED is proposed in this context.
User Expectation Depends on Mobility
Scenario
The user survey shows shifts in vehicle user expectations once
vehicles become automated and highly connected. Survey
participants had to answer questions about how the vehi-
cle requirements and buying criteria of over 20 predefined
characteristics change in importance, depending on the tuple
characteristic (e.g. City Pod).
The results show that importance decreases significantly for ten
requirements. Not surprisingly, they can nearly all be found in the
powertrain performance and drivability category. However, what
is remarkable is that half of them lose importance for both vehicle
concepts (inner-city and outer-city). These requirements include
engine power, acceleration from 0 to 100 kph, acceleration re-
serve, change in acceleration and repeatability of acceleration.
These results suggest that vehicle performance and drivability
will lose their dominant positions in buyer decision-making when
it comes to automated and connected vehicles. Yet, there are
significant differences within the individual mobility concepts.
12 13
Automated Driving Automated Driving
01 FEV SMART VEHICLE DEVELOPMENT
City Pod
Highway Pod
Importance
Increased Focus on Comfort, NVH and Acoustics Engine power Concept Passengers Distanz Baseline Vehicle Automated & Connected
Top speed City-Pod +1 EV
In contrast to those results, aspects concerning comfort gain strongly in
Performance
Acceleration (0-100 km/h)
importance. All seven predefined requirements were rated as more impor-
Collectivo +4 EV
tant buying criteria for future vehicle concepts. Especially showing a strong Elasticity (80-120 km/h)
increase in importance were the requirements of infotainment, thermal Launch response Motorway
+1 Micro / mild hybrid
comfort, vehicle space and ergonomics. Pod
Towing Capacity
The survey also shows that purely automated city vehicles are welcomed, but LDPC¹ +4 Micro / mild hybrid
need to fulfill special attributes, such as high launch quality, higher economic Gradability
friendliness and less performance than their motorway counterparts. In the Launch quality All-Rounder +4 PHEV
Drivability
next step, the translation of user-perceived attributes into specific engine
Acceleration reserve
attributes will be described. Comparison of requirements and specifications
Change in acceleration
From User Survey to Scenario-based Powertrain Repeatability of
acceleration
Improvement Measures and Specifications Importance
Roadmap for Future Mobility in the consulting study could present an improved alternative.
Although the results might suggest a devaluation of the power-
Vibration level
The modified Quality Function Deployment (QFD) specifies possible im- The described FEV Consulting study highlights the significant train as a key buying criterion, FEV sees a significant opportunity
provement measures based on the user survey. Each automated vehicle was Pleasant acoustic optimization potential for the powertrains of fully automated for OEMs: by organizing vehicle offerings according to mobility
now precisely specified and quantified. As user demands regarding vehicle Dynamic acoustic vehicles in terms of costs and fuel consumption. Specific cost scenarios (e.g. automated and shared one-seater City Pods), new
Comfort
performance and acceleration decrease for the City Pod, the cost reduction and fuel consumption savings largely depend on the individual’s market differentiation is possible with specialized powertrain
Vehicle space
opportunities for the modified City Pod increase, potentially stemming from estimated mobility scenario, baseline vehicle specifications, de- and vehicle concepts. Highly user-centric offerings could, for
less nominal power, less nominal torque, a slightly reduced low-end torque Ergonomics gree of limitation and operation strategy. The most savings can example, attract buyers with modern and customized brand
and less responsiveness. Thermal comfort be achieved with the automated City Pod and the Highway Pod. images. Beneath the image lies a unique and exciting user
Concerning transmission requirements, the gear change quality especially journey along the entire vehicle life cycle. It embraces highly
Infotainment
increases in importance, meaning that an interruption of traction should It is expected that evolving user expectations will have a sig- competitive cost- and fuel-saving performance, a comfortable
Environmental
be minimized in order to facilitate a comfortable work and entertainment nificant impact on future OEM portfolio strategies and power- and spacious cabin, and well-designed apps and interfaces – all
Sustainability
friendliness
environment. Regarding NVH (noise, vibration and harshness), nearly all Reliability train development. This could include a reduction in variants, based on an automated and connected platform.
specifications are on the increase. This is mainly the result of higher comfort downsizing, and a shifting development focus. Additionally, the
Long life cycle
requirements. Regarding City Pods, working and entertainment during the question should be posed regarding whether today's one-di-
User survey results: evolving vehicle requirements
drive are key user expectations, as is a quiet and smooth mobility experience. mensional vehicle segmentations and portfolio structures (A,
B, C, etc.) are suitable for evolving automated and connected Written by
One key finding is the possibility that durability and component stress can be mobility patterns. The two-dimensional mobility matrix used Patrick Will
reduced with smoother vehicle operation based on traffic and road prediction. Will@fev.com
Specification
For Motorway Pods, the analysis shows that cost optimization includes a
Nominal power
reduction in nominal power, low-end torque and responsiveness compared
Nominal torque L L E CTIV LDP
C1
CO O
to their human-driven counterparts. Very interesting from a cost perspective
Engine
+4
is the fact that the parameters of low-end torque and responsiveness can be Low-end torque
reduced even further than the same parameters in the City Pods. The sce- Many passengers Many passengers
Responsiveness
Flexible routes Predefined routes +1
nario-specific user requirements describe a vehicle design with a defensive
Speed of gear change High duty cycles Pure highway
driving style and excellent NVH road behavior. This layout creates a friendly M:N ownerships M:N ownerships
TM
Quality of gear
work environment inside the Motorway Pod, allowing users to work or hold change
conference calls. This setting is comparable to today's train rides with the Vehicle mass
-R O U ND
LL
F
advantage of full privacy and confidentiality.
Specification short
A
ER
OD H I G H W AY
YP
For both City Pods and Motorway Pods, test results show that the spacious Jerkiness of start
City + highway long
vehicle concept, often referred to as a "third living space," is enthusiastically Vibration while CIT 1:1 ownership
PO
driving
NVH
welcomed on the market. Calculations show that the analyzed tailored pow- High frequency Individual route Business vehicle
D
ertrain layouts can be designed with lower hardware costs and reduced fuel acoustics
Rapid-moving Silent condition
consumption while still meeting user requirements. Low speed boom M:N ownerships Company fleet
High speed boom
Quality
Maintenance effort
T1: City Pod, optimization from Human driving to Automated Driving Durability / New vehicle segmentation for automated and connected vehicles
T3:Highway Pod, optimization from Human driving to Automated Driving component stress
Recommended improvement measures for cost and fuel
consumption
1) Long Distance People Carrier
14 15
Alternative Powertrains Alternative Powertrains
01 FEV
AUS SMART
FORSCHUNG
VEHICLE
UNDDEVELOPMENT
ENTWICKLUNG
Level 0 Level 1 Level 2
ALTERNATIVE POWERTRAINS Market analysis Vehicle level Powertrain level
FROM DESKTOP TO TEST BENCH
FEV’S MULTI-LEVEL SIMULATION APPROACH FOR HYBRID AND ELECTRIC VEHICLES
Feasibility & Pre-Concept Concept System Freeze
Simulation is one of the first steps in almost all devel- of the simulation activity. Highly detailed models are, zero-dimensional open loop zero-dimensional closed loop multi-dimensional closed loop
opment activities and this is especially true in the au- on the other hand, typically needed in plant models for
Check of vehicle targets Selection of system topology Detailed system analysis
tomotive industry. As computing power increases and hardware-in-the-loop (HiL) or model-in-the-loop (MiL)
more sophisticated and accurate models are developed, applications. The benefits of the FEV multi-level system Comparison vs competitors Component sizing & selection Analysis of critical missions
simulation activities become even more important in simulation approach for hybrid and electric vehicles Sensitivity analysis of key factors Operation strategy optimization Plant model for Mil / Hil
concept definition, design, pre-calibration and even ve- are twofold: First, it is flexible in adapting to customer
hicle validation. Depending on the targeted application needs and project boundary conditions (e.g. budget,
and available resources, simulation activities can be availability of data and time constraints), and secondly, LEVEL 0 SYSTEM SIMULATION: Extensive Library of Hybrid Topologies
performed with different levels of detail and accuracy. its capability to covering all of the simulation steps, from MARKET ANALYSIS
FEV often proposes a multi-level simulation approach, the pre-concept phase through to the start of production. FEV has developed a library of different hybrid topologies with
covering the range from the pre-concept phase to function Since each simulation level compliments the previous Footnote
Level 0 system simulation is the highest level in FEV’s system an extensive list of components that are available on the mar-
© by FEV – all rights reserved. Confidential – no passing on to third parties | 1
development for electrified vehicles. Using a very detailed one, input data and models can be re-used in the next simulation toolchain for simulating hybrid and electric vehi- ket. One main outcome of the ‘Level 0’ tool is a comparison
simulation model in the pre-concept or concept phase is level in order to save time and maintain consistency. cles. This level is based on an open-loop simulation approach between the proposed concept and other main competitors to
not only impractical due to limited time and lack of input Furthermore, simulation results can be easily verified with user interfaces in Microsoft Excel® and focuses on the key give our customers the best possible benefit. FEV is also able to
data, but it is also unnecessary, considering the purpose using the outcomes obtained in the previous step. powertrain components that have the highest impact on en- perform an initial sensitivity analysis of some decision-making
ergy consumption and performance. For example, to evaluate parameters such as battery size, electric motor power, and
fuel consumption over a cycle, an engine fuel flow map with engine downsizing, among others, and can also estimate the
a correction factor accounting for engine warm-up—and, if additional hybridization costs in each case to provide the best
applicable, catalyst heating—is included. However, for the sake trade-off between CO2 reduction and hybridization costs, both
of simplicity, transmission efficiency is assumed to be constant currently and for the foreseeable future.
and independent of temperature or engine speed. “Using this
lean method allows us to simulate a hybrid powertrain with The main motivation to develop such a lean approach is to
minimum input data, in a minimum amount of time, and with provide customers with fast, yet reliable, consulting as the first
acceptable accuracy,” explains Dr. Michael Stapelbroek Depart- hybridization step of their conventional vehicles. The input data
ment Manager Hybrid and E-Mobility at FEV. “However, one is directly collected via the Excel interface and a PowerPoint
drawback to this lean approach is obviously lower accuracy. report which is linked to the Level 0 model, automatically reads
By finding a good compromise between model simplification the simulation results from the Excel tool and presents them
and accuracy of the simulation in the Level 0 model, we are elegantly in the report automatically.
able to perform the complete simulation without use of other
commercially available software tools and yet achieve about
90% accuracy versus measurements.”
Level 0 System Simulation Approach: electric range and electric energy consumption
Benchmark: Electric Range [km] Benchmark: Energy Consumption
50 24
Electric Energy Consumption
22
Electric Range [km]
20
[kWh/100 km]
40
18
16
20
14
12
0 10
1600 2000 2400 1600 2000 2400
Vehicle Mass [kg] Vehicle Mass [kg]
16 17
Alternative Powertrains Alternative Powertrains
01 FEV SMART VEHICLE DEVELOPMENT
LEVEL 1 SYSTEM SIMULATION: Tailored Detailing Levels LEVEL 2 SYSTEM SIMULATION: Interchangeable Models
VEHICLE LEVEL POWERTRAIN LEVEL
The ‘Level 1’ simulation approach includes the modular separa- The Level 2 model is based on the same modular structure
Although ‘Level 0’ simulation is a very useful tool in the pre-con- tion of physical components from the controllers that operate FEV’s Level 2 system simulation approach ensures a sufficient as the Level 1 model and the majority of the sub-models are
cept phase to decide if hybridization is a viable option, it is not them – this offers a high degree of flexibility in the calibration of level of detail if simulations more sophisticated than cycle interchangeable between Levels 1 and 2. As mentioned earlier,
accurate enough for the concept phase. At this stage, a better the controllers without changing the physical models. Another simulation and performance test cases are required. The Level the modular model structure, coupled with the sub-models
understanding of powertrain behavior is required in order to benefit of using Matlab Simulink® over other commercial soft- 2 simulation tool is a multi-dimensional simulation platform built in-house at FEV, enable the user to tailor the detailing
determine the sizing of components such as the electric motor ware is the freedom to make changes to the sub-models when that is structurally similar to Level 1, but with more accurate level of specific sub-models to activity needs. This allows the
and battery and to develop a suitable hybrid strategy. To do this, required. Since the sub-models are all FEV in-house models, physical component behavior. user to simulate very specific test cases; for example, a vehicle
FEV employs its Level 1 simulation platform. the detailing level can be completely tailored to meet the needs accelerating in reverse on an incline or simulation of an engine
of the customer and/or activity. For example, if the simulation The main difference between Level 1 and Level 2 is the amount stop phase while driving a full hybrid vehicle.
This tool is a zero-dimensional, closed loop simulation model in activity focuses on the estimate for required battery size, the of detail in the component simulation. For example, when con-
Matlab Simulink®. All powertrain components are modeled with battery sub-model can be modeled with a higher level of detail sidering a gear change in a full hybrid vehicle, both propulsion To support effective delivery of this multi-level simulation plat-
a higher level of detail compared to the Level 0 simulation tool. whereas the other powertrain sub-models – such as the engine sources, (the engine and the motor), as well as the clutch capacity, form, FEV developed easy-to-use model documentation to
The transmission efficiency, for example, is now map-based and – remain untouched. must be controlled in such a way that component limits are explain structure and contents of each level. All simulation
is a function of input speed and torque, and gear number, and not exceeded and driving comfort is within acceptable bound- models come with their own user guides that describe the
includes a semi-empirical, thermal model. The Level 1 simulation This simulation approach also guarantees a very short execution aries. The Level 2 simulation features more accurate physical overall simulation tool and each sub-model.
approach is commonly used for powertrain component sizing, time, which is approximately 1,000 times faster than real time behavior – such as torsional vibration and the damping of the
hybrid topology selection, hybrid strategy optimization and (e.g. hybrid vehicle over NEDC on a laptop with Core i7 CPU different shafts together with accurate clutch actuation – to
vehicle performance, and fuel economy estimation. and 8 GB of memory runs in about one second). This rapid allow a thorough analysis of the shift sequence process. Having Written by
execution makes such a simulation approach very useful for a model with such a level of detail enables offline calibration Ruben Keizer
sensitivity analysis, component sizing and optimization of the of gear shifting prior to calibration on either a test bench or a Keizer@fev.com
operating strategy. complete vehicle, with resulting benefits in terms of a reduction
Dr. Edoardo Morra
in both in-vehicle testing and the risk of component damage. Morra_e@fev.com
Dr. Mohammad Rasty
Rasty@fev.com
Level 1 System Simulation Approach: component sizing (right) Level 2 System Simulation Approach: engine stop during recuperation
and hybrid strategy optimization (left)
E-Drive
Recuperation 100 3
see legend [m/s2]
2
Engine load point shift 80
Speed [km/h]
1 Vehicle acceleration
Engine only operation 60 0 Gear mode
40 Vehicle speed
125 20
Electric performance 0−60km/h: Battery and EM sizing
100 0
22 23 24 25 26 27 28 29 30 31 32
Velocity [kph]
75 13.5
50 6000 100
5000 50 Engine torque
Speed [rpm]
25 4000
Torque [Nm]
12
0 Motor torque
3000
Battery capacity [kWh]
0 2000 Engine brake capacity
0 100 200 300 400 500 600 700 800 900 1000 1100 1200
1000 Engine speed
Time [s] 0 Motor speed
10.5
70 22 23 24 25 26 27 28 29 30 31 32
48 20
Power [kW]
26 9
0
Motor
Power [kW]
4
Battery
Engine
7.5
35 40 45 50 55
0 12.5 25 37.5 50 62.5 75 87.5 100 112.5 125 22 23 24 25 26 27 28 29 30 31 32
Electric machine power [kW]
Time [s] Time [s]
18 19ALTERNATIVE
Alternative ANTRIEBE
Powertrains Alternative Powertrains
01 FEV
AUS SMART VEHICLE
FORSCHUNG UNDDEVELOPMENT
ENTWICKLUNG
R
ange extender concepts (REX) are designs that Package-Optimized System Design
feature serial hybrid powertrains in which the drive
power is provided primarily through an external, The space available in the Fiat 500 is very limited. For this rea-
rechargeable battery, as opposed to plug-in hybrids, son, FEV fitted the entire REX module into the spare wheel
where the primary functions of the battery are to area while the tank is located under the rear seat. This made
provide boosting, brake energy regeneration, load point shifting, extensive measures and precise planning necessary to integrate
or local, emission-free driving in urban traffic. the module, various components, auxiliary equipment, and
sensors which are necessary to supply the fuel cell with air,
ALTERNATIVE POWERTRAINS Dimensioning of the Range Extender hydrogen, and coolant.
In the design layout, the REX-performance was compared with the Modular Vehicle Integration:
FEV BRINGS THE FUEL CELL drive power of the BEV and FEV experts chose a scenario-based
design instead of a cycle-based approach, so the battery can For the vehicle integration concept, all required components,
TO THE STREET provide the full vehicle power even when the battery is at a
low State-of-Charge (SoC). As a result, the vehicle has a top
were grouped into functional modules and assigned to available
vehicle installation spaces. The cooling module, consisting of
INTEGRATION OF A FUEL CELL RANGE EXTENDER speed of 120 km/h regardless of the SoC and also has a small an expansion tank, an ion exchanger, a low-temperature cooler
performance reserve, so that uphill slopes and highway travel for the traction machine, power electronics, and a high-temper-
IN A SUBCOMPACT CATEGORY VEHICLE do not have to be entirely compensated by using the battery. ature cooler for the REX fuel cells, is built into the front-end of
the vehicle. The other components which directly influence the
280 kilometers range without refill, a high-speed of 120 km/h, and zero emissions: In the BREEZE! Due to installation space restrictions, the range of the battery operation of the fuel cell are consolidated in the REX module.
project, FEV developed a fuel cell range extender and integrated it into an existing battery- is 80 km while the additional range of approximately 200 km, Most of the components were directly integrated into the end
electric vehicle (BEV) in the subcompact category. To show the capabilities in terms of very small packag- provided by the REX fuel cells, is limited by the size of the hydro- plate of the fuel cell.
ing, the engineers decided for a Fiat 500 based BEV which represents a particular challenge with respect gen tank. However, a tank refill of hydrogen can be completed
to existing space. The FIAT 500 was selected from FEV’s E-vehicle fleet. within a few short minutes, and travel can be continued at the The medium pressure (MP) system turned out to be a suitable
same maximum speed. interface to the hydrogen and distribution module, since the
pressure reducer and the safety valve were not available as
The volume of the cell stacks is approximately 15.5 l, leading to components that could be integrated. With the exception of
a volumetric gross power density of 2.2 kW/l. With a volume of refuelling function, the HP system functions are grouped in the
67 l, the entire REX module achieves a volumetric gross power tanking valve. Due to the dimensions of the available pressurized
density of 0.45 kW/l and a gravimetric gross power density of hydrogen tanks, the maximum tank volume is achieved as a
0.25 kW/l, including operating materials. The fuel cell range weight-saving, single-tank system, located under the rear seat
extender thus lies in the same range as combustion engine with a 34 l type III tank.
range extenders.
High-voltage Traction Battery DC
M
AC
AC DC
Differential M Fuel Cell
and Gearbox DC DC
DC
Heater 12 V
DC
High-voltage integration of the fuel cell range extender
20 21ALTERNATIVE
Alternative ANTRIEBE
Powertrains Alternative Powertrains
01 FEV
AUS SMART VEHICLE
FORSCHUNG UNDDEVELOPMENT
ENTWICKLUNG
The mechanical requirements for the REX module arising from Powertrain Design Focus on Safety Challenging Thermal Management
vehicle integration were considered in the concept development
of the structural components. The clamping elements of the stack On the air side, the system is supplied with air through an elec- Various sensors on both the air side and hydrogen side including Compared to the series production radiator in the combustion
are designed in such a way that they offer massive attachment trically powered radial compressor, the Rotrex C8-8, electrified those for pressure, temperature, mass flow, and hydrogen con- engine-powered Fiat 500, a significantly larger cooler with
points, sufficient for connection to the engine mounts in the by FEV and the VKA. The aspirated air is purified of any particles centration measurement assure comprehensive system safety increased fan power is required for the fuel cell system. This is
vehicle that are independent of temperature or operation-relat- or harmful gases, such as volatile organic compounds (VOC, e.g. monitoring. In the event of a fire that inadmissibly heats up the necessary since fuel cells, unlike combustion engines, release
ed changes in cell stack length. These structural components, butane or toluene), or sulfur dioxide, via an air filter. Prior to entry tank, or in the case of an inadmissible pressure rise in the me- their heat almost exclusively via the coolant and at a lower tem-
some of which are integrated into the module housing, can in the cell stack, the air temperature is also conditioned in a heat dium pressure system, hydrogen is vented to the environment perature level. Depending on the load point, this temperature
absorb forces and bending torques on the order of 5g during exchanger. Before the oxygen-depleted exhaust gas is released via separate venting lines, to prevent component bursting and is between 60 and 80°C. The selected cooler enables operation
driving operation which arise from both horizontal and vertical into the environment, it passes through a muffler. uncontrolled release of hydrogen gas (TPRD – thermally acti- of REX at the design point with no additional airflow and an
acceleration, without compromising the integrity of the cell stack On the hydrogen side, the system is supplied by a type III high-pres- vated pressure relief device). The hydrogen system meets the ambient temperature of 20°C. With an ambient temperature
or safe operation of the module. The compatibility of the stack sure tank that can be refilled via an SAE J2600-compliant tank requirements of EC79/2009 and all of the components used in of 40°C, this performance can be provided starting at a speed
with vibration stimuli was confirmed for all three axes nozzle at any hydrogen tanking station. This tank nozzle immo- the system are certified. of 80 km/h. Thus, even steeper mountain stages are possible
on a vibration test bench with a random bilizes the vehicle during the filling process to prevent the at an ambient temperature of 40°C. This cooler, as well as the
vibration test, in accordance vehicle from rolling during refueling. In vehicle fuel cell systems, all supplied and extracted media intercooler are fluxless pure aluminum radiators to keep the
with ISO12405-1. SAE J2600-compliant tank nozzles for the vari- come in contact with the high-voltage poles and the vehicle electrical conductivity of the coolant flow low.
ous pressure levels (250, 350, 700 bar) are ground. Accordingly, these media channels are potential failure
downwards compatible with the fill- sources for the insulation. Dry air and dry hydrogen may be bad
ing nozzles, meaning that a vehi- electric conductors, but by the time they reach the cell stack Written by
cle with a 700-bar tank can also be exit, they have been humidified with product water from the fuel Axel Kuhlmann
filled at a 350-bar tanking station, cell and the gas flow may carry some particles or fibers, which Axel.Kuhlmann@vka.rwth-aachen.de
but not the other way around. may consist of graphite, from the gas diffusion layer increasing
Jürgen Ogrzewalla
The hydrogen passes from the the conductivity of the gases. Accordingly, the design of media Ogrzewalla@fev.com
high-pressure (HP) system to the channels, especially for serial applications, should also include
medium-pressure (MP) system via design features that ensure maintenance intervals, even under Marius Walters
a pressure reducer and from there unfavorable conditions. Walters@vka.rwth-aachen.de
to the cell stack via a dosing valve.
The pressure on the anode side In addition, the tank nipple immobilizes the vehicle during the
is based on the cathode pressure refuelling process to prevent the vehicle from driving away during
with regard to a constant differ- refuelling.
ential pressure. The accumulation of Fuel cell range extender: The range of
the battery is 80 km. An additional range
inert gases such as nitrogen and water vapor, of approximately 200 km is provided by
is dissipated by a purge valve. Liquid water in the the 34 liter hydrogen tank.
anode gas downstream of the cell stack is separated in
a water separator and recirculated via a combination of fan
and a jet pump. The liquid water then passes through a valve
and, eventually, into the cathode exhaust.
Use of installation space :
The cooling module is built into
the front-end of the vehicle; the
entire REX module was fitted
into the spare wheel area
22 23Battery development Battery development
01 FEV
AUS SMART
FORSCHUNG
VEHICLE
UNDDEVELOPMENT
ENTWICKLUNG
BATTERY DEVELOPMENT
Concept Validation FEV Consulting. FEV’s capabilities are
FROM CONCEPT TO SOP Building and testing prototypes goes
rounded up by cost effective design
validation planning and execution
hand-in-hand with functional validation. in FEV’s advanced highly autom-
BATTERY DEVELOPMENT COMPETENCES IN THE FEV GROUP
FEV offers all of the facilities needed to atized test centers
build and test batteries as well as to inte-
Since building its first in house EV fleet in 2010, FEV has been deeply involved in numerous high voltage traction grate them in the target environment and Mature Battery
battery programs. To date, FEV has performed 46 projects, 14 of which are related to various OEM mass produc- perform in-vehicle testing with remote Management System
tion programs. Behind the success of these programs stands an experienced battery development team that is monitoring. Battery assembly at FEV fol-
distributed worldwide. This team uses established FEV methods and is eager to support OEM and Tier 1 supplier lows a well-documented process ensuring The BMS development process at FEV
customers in developing advanced and robust battery technologies. As a premium battery development partner, high quality batteries and traceability in is inherited from an established engine
FEV’s battery experts are keen on pushing the boundaries and getting seriously and serially involved in developing the supply chain. FEV’s proprietary rapid control unit development process which
the next generation of batteries. FEV project teams are flexible in terms of planning and the focus of each project prototyping Battery Management System is, at its DNA, compliant with state of the
phase. Resources can be dynamically allocated as needed to meet challenging customer schedules and milestones. (BMS) solution can be quickly adjusted to art automotive standards related to qual-
new customer interfaces and function- ity (CMMI), safety (ISO26262), AUTOSAR Highly automatized
When working with FEV, short development cycles can be expected, especially in the early proof of concept and alities and plays a key role during the compliance, design principles and the FEV cell test benches
functional validation phases, where aspects such as cell selection, performance/cooling, packaging/production prototyping phase. automation toolchain. FEV offers vari-
feasibility and cost are quickly elaborated. FEV can efficiently select a cell from a continuously updated database ous scenarios for the BMS. Based on cus- Development through
that considers key cell supplier technology, roadmaps and the results of internally-performed tests. Using FEV’s Design Validation tomer-provided specifications, FEV can Production Readiness
effective 1D simulation models, the system performance and cooling concept can be validated, considering the provide high level application software
natural cell aging behavior over the system lifetime. FEV can also alternatively support or take (APSW) tailored from an existing high Extended support beyond design valida-
turnkey responsibility in the design val- quality template which has been tested tion into homologation and through SOP
idation phase, where digital mockups and used successfully in many projects. is a significant benefit of working with FEV.
and virtual testing using 3D FEM/CFD are The APSW offers a fast and low risk solu- FEV stands behind its solutions and offers
leveraged to accomplish a frontloading tion with an established toolchain that OEMs support in BMS calibration, BMS HiL
strategy. Innovative designs aiming for can be quickly integrated in various OEM testing, EOL concept, as well as aftersales
the highest power/energy densities can be and Tier 1 hardware and basic software, al- and maintenance strategy.
efficiently tested this way. Lessons learned lowing the OEM flexibility in terms of sup-
from previous projects and benchmarks plier choice. FEV also offers customized
are naturally integrated in the process. hardware and basic software develop- Written by
Thus, proven solutions can be offered for ment in terms of specification, design, and Ali Awarke
Awarke@fev.com
TODAY FEV CAN COUNT 46 PROJECTS
OF WHICH 14 ARE RELATED TO VARIOUS
OEM MASS PRODUCTION PROGRAMS
cooling (liquid/air), housing, mechanical functional safety according to ISO26262,
integration, crash protection, sealing/in- prototyping and testing as well as sup-
sulation, safety, high voltage / low voltage plier management. FEV’s BMS HW can
routing and electromagnetic interference be used as a starting template that
(EMI) and compatibility (EMC). can be quickly customized into
In addition, supply chain, production an OEM-owned product.
and cost requirements are at the core of
FEV’s services which include searching
for and evaluation of suppliers, develop-
ing production concepts and performing
system cost analysis in collaboration with
FEV’s 3rd generation BMS
master unit
24 25You can also read
