Green Fuel from the Laboratory - CO2-neutral fuels and their contribution towards reducing pollutants - IAV | Automotive Engineering
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IAV Customer Magazine | 02/2020 Green Fuel from the Laboratory CO2-neutral fuels and their contribution towards reducing pollutants
2 Editorial | automotion automotion | Editorial 3
Dear Reader,
Katja Ziegler
President, CFO
IAV GmbH
what drives us and our vehicles today and in the future?
What sounds so simple and straightforward is ultimately one of the
most exciting and at the same time most difficult questions of our
time. And if there is one thing we have learned, it is that there are
rarely simple answers to difficult questions.
This also applies to the future of drive technologies. Because: E-mobility can only make an effective
Mobility in urban agglomerations and mega-cities contribution towards climate protection if there
has different requirements than in rural areas. We is sufficient regeneratively produced energy
also see differences in needs between young and and an ambitious expansion of the network and
Dr. Ulrich Eichhorn Dr. Uwe Horn
old. The differences between the transport of charging infrastructure. The situation is similar
President, CEO President, CHRO
people and goods are even greater. A glance at the with other promising alternative fuels, including
IAV GmbH IAV GmbH
different market conditions in Germany, Europe, hydrogen (page 18) and e-fuels, whose potential
Asia and America also shows how different and we highlight in our cover story (page 8).
diverse the respective requirements are (page
6). Often, however, we see such differences even Secondly: No single drive technology will provide
in our direct environment. One colleague arrives the solution. Rather, the various technologies
every day by bicycle, another colleague by car, should play out their respective strengths. Matthias Kratzsch
a third prefers to use an e-scooter, while others President, CTO
prefer public transport or sharing services. The An honest and well-founded consideration IAV GmbH
variety and, thus, the possible combinations are also includes looking at the CO2 footprint
increasing (page 32). At the same time, the new of the individual technologies and modes of
freedom also brings new challenges, because the transport over their entire life cycle. Such a holistic
complexity is increasing – both in development view (keyword: cradle to grave) is becoming do even more to help solve our customers’ most electric vehicles as efficiently as possible in
and in operation and the connection to user- and increasingly important. This encompasses the pressing problems, especially in challenging line with demand.
climate-friendly mobility. entire vehicle production process, including times. And because the generation, conversion,
the extraction of raw materials, and also takes storage and distribution of energy is also And so there is ultimately a simple answer to
In addition to the basic need for mobility, the into account possible secondary use, including becoming ever more demanding and because the difficult initial question of the optimum
issue of sustainability is becoming more and remanufacturing and recycling (pages 11 and 24). there can be no change in transport policy drive system, at least for us at IAV. For all
more important to both people and society. Governments are also increasingly pursuing this without a change in energy policy, we are also development contracts are ultimately driven
The goal is: climate-neutral mobility by 2050. An approach: China – the world’s largest automobile supporting the energy sector with our expertise by a common goal: better mobility. With this
overview of the approaches Germany and other market – has just adjusted its support and to an even greater extent in precisely this sense. in mind, we hope you enjoy reading this issue!
exemplary selected countries are pursuing are sanctions measures accordingly (page 42). For example, by making wind turbines more
presented in the large supplement to this issue powerful (page 35), by developing intelligent
entitled “Plurality of Strategies”. Two findings And what drives us at IAV? With our state-of-the- control software for network operators, or
stand out. Firstly, without a change in energy art development methods and more than 8,000 by using artificial intelligence to help energy
policy, there can be no change in transport policy. employees at more than 25 locations, we want to suppliers expand charging infrastructure for
4 Contents | automotion automotion | Content 5
16
6
Efficient Thermal Management 26
E-test Bench to Go 27
Putting a Stop to Hackers
with the UNECE 28
Advancing into a New Era
CO2-neutral fuels and their contribution
towards reducing pollutants When the Car Suddenly
Takes a Back Seat 30 IAV’s physiochemical laboratory is
increasingly concerned with batteries and
The transport sector can make a significant fuel cells.
contribution towards the achievement of the
climate objectives. In addition to excellent drive Trends
24
technologies and new mobility concepts, this
requires an optimal mix of CO2-neutral energy
Car Sharing – Are We
sources, as these can bring their potential to
Flogging a Dead Horse? 32
bear to varying degrees in the various markets.
Favorite Sound: Silence 35
Digitalization of the Middle Class 36 Old Becomes New: Boom Market
Remanufacturing
How can production be made
Projects more efficient and the demand for
natural resources reduced?
IAV focuses on recycling
Voice Assistant Platform
so-called old parts.
Topic focus "Made in Germany" 38
28
For a Sustainable Mobility of the Future BVG and IAV Bring New
Potential of the transport Sector to Mobility to Alt-Tegel 40
Reduce CO2 6
E-fuels: Power of the Future 8
Changing Track
“Electric Mobility Alone Will
Not Make it Happen” 12
How the Largest Automotive Market Putting a Stop to Hackers
Advancing into a New Era 16 is Promoting the Mix of Drive with the UNECE
Technologies 42
IAV Cross 17
UN regulations make new demands on
12
Halving the Costs of Hydrogen security – a challenge for manufacturers
Applications Expected by 2030 18 and suppliers.
About IAV
38
Virtual Running Event –
Driving forces for a Good Cause 45
Code Competition Automation 45
Modular E-drive System for IAV Further Expands
Commercial Vehicles Goes Compliance Structures 47
into Production 21 Voice Assistant Platform
“Electric Mobility Alone Will Not Make it Happen” Our Engineering – What We Develop "Made in Germany"
What Does Data Look Like? 23 Moves You Engineering 50
Which energy source really makes a contribution towards CO2-neutral transport? IAV is working with Fraunhofer Institutes
Old Becomes New: Boom Market Our Product Range 52
Interview with Shell Manager Karsten Wilbrand and IAV Head of Technology on the new language assistance platform
Remanufacturing 24
Matthias Kratzsch IAV Diary: let's meet? 55 “Made in Germany”.
6 Topic focus | automotion automotion | Topic focus 7
Share of the transport sector in
CO2 emissions
37 billion tons of 46.5 %
54.30 %
CO2 worldwide Share of electrified passenger cars in Norway
36.50 % CO2 emissions of all countries (2019)
31.20 % Power generation Total power
FOR A SUSTAINABLE 24 % Share of the in China from coal generation in
20.50 %
2018: Germany 2018:
15.80 %
transport sector in
MOBILITY OF THE global CO2 emissions 4,432.4 TWh 648.7 TWh
FUTURE DEU CHN USA NOR BRA
Potential of the Total CO2 reduction targets of selected countries
transport sector
Source: CITI Research/Clean Energy Wire/Statistics Sentralbyra (2017)
USA 2050 Germany 2050 China 2030
to reduce CO2 CO2 emissions by sector
4,631,781 kt
of CO2 saved
998,400 kt
of CO2 saved
First decrease in total CO2
emissions
compared to 2005 compared to 1990
Brazil 2030 Norway 2050
Electricity 41 % 149,342 kt 51,429 kt
of CO2 saved of CO2 saved
compared to 2005 compared to 1990
Others 3 %
Buildings 8 %
Transportation 24 %
Industry 24 %
Effective climate protection is one of the
greatest challenges of our time. The reduction
of greenhouse gases is a central component Source: IEA (2017)
of this project. In order to leverage the high
savings potential, holistic and cross-sectoral
solutions are required.
No poster?
But not every country has the same You can reorder your
prerequisites. Therefore, different strategies informational poster with
are required for effective CO2 reduction – valuable facts and data here:
automotion@iav.com
technologically, politically and socially. An
exemplary look at Germany, China, the USA,
Norway and Brazil makes this clear. *All CO2 savings refer to the overall emissions of the countries, not only to the transport sector.
8 Topic focus | automotion automotion | Topic focus 9
E-fuels:
Power of the Future
H
ow can greenhouse gases in transport E-fuels based on hydrogen
be sustainably reduced? The automotive
industry is focusing on e-mobility, but it will Hydrogen can be refined with CO2 to gaseous
take time for e-vehicles to establish themselves methane or liquid methanol or synthetic gasoline
on the market. Experts agree that only with a and diesel fuels including kerosene (power-to-liquid).
bundle of measures will it be possible to meet During combustion in the engine, the amount of
the CO2 reduction targets set. Synthetic fuels, CO2 is emitted that was previously added to the
produced from renewable electricity, so called e-fuels. If the greenhouse gas is taken from non-fossil
e-fuels, play an important role, according to the sources such as the air, for example, combustion is
National Platform Future of Mobility (NPM) in its climate-neutral.
latest report by the alternative drive systems and
fuels for sustainable mobility work group. They can E-fuels can be distributed via the established network
be made available using existing infrastructure, of filling stations and pipelines and, thanks to their
improve the CO2 balance of fleets and could high energy density, can be transported inexpensively
enable CO2-neutral mobility if fossil fuels are over long distances. They are suitable not only for
substituted. passenger cars and public transport, but above
all for use in air, sea and heavy goods transport,
In light of the European Union’s new climate targets, where electrification is not practicable from today’s
2020 is a year of truth – for the first time, the strict perspective.
95 gram CO2 guideline value applies. Which OEM
meets or violates the emission standard can now “Synthetic fuels are versatile and can make a valuable
be measured in practice. According to experts, the contribution towards reducing the CO2 emissions of
ongoing electrification of fleets and the resulting the existing fleet, which, due to an average holding
increase in electricity demand makes it all the more period of almost ten years, also plays a significant
important to accelerate the change in energy policy role in our CO2 emissions in the medium term”,
and switch to renewable energies. says Dr. Ralf Tröger, vehicle drive systems business
consulting manager at consulting4drive, IAV’s
E-fuels offer an important opportunity to reduce management consultancy.
CO2 emissions in existing fleets without vehicle
conversions while retaining the current infrastructure, The technical and economic possibilities of PtX
thus, making mobility less dependent on fossil fuels in terms of CO2 reduction and neutrality will
fuels in the future. They are currently still in the pilot be one of the focal points of the IAV “Injection and
and development phase, not least because their Fuels” conference on December 1–2, 2020 in Berlin.
production using PtX (power-to-x) processes is still Germany.
very cost and energy-intensive.
German energy agency
To produce e-fuels sustainably, water is broken sees important role for e-fuels
down into its core components oxygen and hydrogen
using regeneratively produced electricity. In a multi- The EU’s goal of reducing passenger car emissions
stage process, the latter reacts with CO2 taken from by 37.5 percent by 2030 (based on the average target
the air to form the basic product from which synthetic, of 95 g CO2/km in 2020) already makes it necessary
electricity-based fuels can be obtained. to build up PtX capacities according to the German
energy agency (dena).
10 Topic focus | automotion automotion | Topic focus 11
This option would be attractive for climate protection.
H2 A comprehensive study by IAV colleagues led by Marc
Sens, head of advanced powertrain development, on
CO2 emissions from the passenger car fleet in Europe
Electricity from Hydrogen based on a life-cycle analysis shows that despite rising
renewable new registrations, total emissions fall noticeably if
energies H2 fossil fuels are increasingly mixed with climate-neutral
energy sources. See also the info graphics below
CH4
“Comparison of CO2 emissions over the life cycle”.
Electrolysis
Methanization “The introduction of CO2-neutral fuels as a substitute
H2O H2 + CO2
for fossil fuels or as a blending in rates of up to a
maximum of 30 percent after 2030 shows by far the
greatest leverage on the life cycle CO2 equivalent”,
Water CH3OH CxHyOz Methane
says Sens. “Despite the high energy consumption
CO2 associated with this, this technology should therefore
Methanol Refinement not be abandoned.” In order to implement a blending
synthesis quota of 30 percent, however, considerably more
CO2 separation legislative support is needed than before.
CxHyOz CxHy What is clear is that we need solutions that already
effectively reduce CO2 emissions, because even by
2050 there will still be market segments and application
Ambient air/CO2 Fischer-Tropsch Refining Liquid fuels scenarios in which internal combustion engines are
rich source process
indispensable. However, these must then be operated
as cleanly and efficiently as possible – with e-fuels,
for example.
Raw materials Process stage 1 Process stage 2 Process stage 3 Products/e-fuels
Contact: marc.sens@iav.de
“Feasibility study for the production of e-fuels at IAV's Berlin site”, Dino Pfeiffer, January 2020
Comparison of CO2 emissions in the life cycle view
“We assume that power fuels, including H2, will in legislation (well-to-wheel), this could promote Production abroad to reduce costs
OEM's OEM + Blending
gradually gain market share and will and must play a investment in the long term. EU Fleet Scenario (almost CO2-neutral fuels)
major role beyond 2030”, says Stefan Siegemund, Due to the increased costs caused by the complicated 10 % blending in 2025
20 % blending in 2030
Head of Sustainable Mobility and Alternative Energy In principle, e-fuels could be blended with fossil production process and the lack of support measures, 30 % blending in 2035
Sources at dena. “Under the known framework fuels in any quantity with restrictions, as long as the it cannot be assumed that e-fuels will be used in
conditions, it is not foreseeable that it will be energy source ultimately complies with the relevant transport in the medium term. In a research report by Car fleet OEM + Blending +
Europe VKM Efficiency increase
possible to do without liquid synthetic fuels even European fuel standard (EN 590 for diesel and EN Prognos AG commissioned by the Federal Ministry of
with a rapid and successful ramp-up of fully electric 228 for gasoline). However, industrial production Economics and Energy (BMWi) in March 2020, a sales 8
mobility.” of e-fuels is not taking place, among other reasons price of over 4.50 euros per liter of e-fuel is calculated
7
because of the relevant but missing EU requirements for the year 2030. According to the BMWi, the topic
However, legislative changes are required to for the use of green electricity, lack of political of promotion is still in the testing phase. 6
GWP [kg/CO2 e] · 1011
increase the potential of e-fuels. As long as the support and high production costs. 5
EU sticks to a tank-to-wheel approach for CO2 fleet However, e-fuels can only be successful if their costs
4
emission targets, companies will lack the incentive In its report from June 2020, the NPM calls for the are significantly reduced. Dena estimates that the
to invest in infrastructure and production. In vehicle political framework conditions to be set to prepare price per liter would fall to 1–2 euros if e-fuels were 3
Driving emissions
operation, engines running on PtX fuels do indeed the production of alternative fuels on a broad scale. produced directly where renewable energy is cheaply Power generation
2
emit CO2, even if this was previously extracted In order to enable market launch and ramp-up, the generated, e.g. through solar energy in North Africa Fuel generation
Production
from the air. However, if the CO2 absorbed during German government should introduce specific use or wind power in Norway. 1
fuel production were to be taken into account quotas for e-fuels or grant tax incentives, the NPM says.
2020 2035
12 Topic focus | automotion automotion | Topic focus 13
“Electric Mobility Alone Will cars plus commercial vehicles in 2030. So we have
to find solutions that reduce emissions, especially
Not Make it Happen”
from existing vehicles. From our point of view, liquid
biofuels would be suitable for this purpose, as they
could usually be used immediately and seamlessly
– but unfortunately the enthusiasm for biofuels has
been somewhat lost after Super E10. Nevertheless,
we are convinced that we will need something like
E20 in the 2020s. By contrast, we do not (yet) see any
Electricity, hydrogen, biofuel, electricity-based fuels – there are many relevant quantities of electricity-based fuels in this
energy sources available for CO2-neutral transport. IAV’s Head of decade – at best the first pilot plants. We also see
gas fuels, especially biogenic ones such as BioLNG,
Technology Matthias Kratzsch discussed with Karsten Wilbrand, Shell as an alternative for heavy commercial vehicles,
Manager responsible for mobility research, what really contributes whose fleet turnover is significantly higher than for
passenger cars.
towards climate targets.
Kratzsch: As far as engines are concerned, much
higher blending rates with synthetic liquid fuels than Matthias Kratzsch
today would be possible. Depending on the type of fuel
and combustion process, it is technically possible to is responsible on the IAV Management
With its Climate Protection Plan replace up to 100 percent of fossil fuels in the existing Board for the core area of technology. The
2050, Germany has adopted fleet with CO2-neutral, biogenic or synthetic fuels. And graduate engineer has been working for the
development partner since 1997, also on
ambitious CO2 reduction targets as our IAV study shows, a higher blending quota would
powertrain and engine development.
be the most effective measure to reduce the fleet’s CO2
for the individual sectors and thus equivalents over its life cycle by 2030. What is missing
also for the transport sector. Can are the appropriate political framework conditions and
this be achieved? investment incentives in favor of larger fuel production
capacities.
Wilbrand: In order to achieve the CO2 reduction Wilbrand: In Germany, for example, hydrogenated “One technology alone
will not allow us to
target of -40 percent by 2030, which is the target in vegetable oil, i.e. HVO, can be added to B7 diesel fuel
the transport sector, enormous efforts are required. up to a share of 26 percent, and the fuel named R33 will
Electric mobility alone will not succeed – we must also
decarbonize fuels.
then have a total share of one third of renewable energy.
The CO2 advantage over purely fossil diesel is then achieve our goal; we
Kratzsch: The report of the National Platform “The
around 20 percent. That would be the CO2 reduction that
would still be missing for ten million electric cars in 2030.
need a coherent mix of
Dr. Karsten Wilbrand
Future of Mobility” says it clearly: The speed of change
is not enough; you must become faster and be open
alternative drives and
was appointed “Senior Principal Scientist
to new technologies. A single technology alone will
And what path do you propose for fuels.”
not get us there; we need a coherent mix of alternative
Mobility” at Shell at the beginning of 2020 drives and fuels. Incidentally, this is also the result of the gasoline engine?
and previously held various positions in fuel a study we conducted and submitted for this year’s
research at Shell. With a doctorate in International Vienna Motor Symposium on the evaluation Wilbrand: We can increase the ethanol content Kratzsch: On the engine side, this is feasible for ethanol
mechanical engineering, he has spent his of CO2 equivalents according to the life cycle for various in gasoline. Bio-waste materials such as straw are blends. Of course, the compatibility of older engines
entire professional life in the energy industry. powertrain fleet scenarios up to 2035. available for this purpose, and plant capacity is also must be looked at again, for example with regard to the
being further expanded. E20 would make a good seals. But technically, I don’t see any major problem
contribution towards CO2 reduction and would be there. Particularly in the case of diesel engines in the
compatible with most of today’s vehicles. The biggest existing fleet, apart from compatibility with the DIN EN
What opportunities do you see for challenge, however, is probably to convince consumers 590 fuel standard, there is no technical problem in using
accelerating change?
“We must find solutions of E20 – for this we also need the commitment of the
car manufacturers. This is because the share of Super
blending rates of HVO fuel higher than 26 %. This would
in any case make a contribution towards reducing fleet
that reduce emissions, Wilbrand: We expect the share of electric drives in
new registrations to rise; but we will still have many
E10 has for years been at only 13 % of the industry
average - and the trend is constant. If future engines
CO2 emissions in both the new and existing fleet in the
very short term.
especially from existing combustion engines in our inventory – with ten are designed for E20 from the outset, the high knock
million electric drives (including fuel cell vehicles), resistance will also increase efficiency. The CO2
vehicles.” there would still be almost 40 million passenger avoidance costs would be low.
14 Topic focus | automotion automotion | Topic focus 15
Wilbrand: In the medium term, however, I see no reason And that’s where it can make sense to use hydrogen in the
why fuel cells should not become significantly cheaper medium term. Electricity-based fuels, on the other hand,
than they are today. In addition, fuel cells do indeed operate are not only comparatively inefficient; they are also difficult
emission-free, whereas the combustion of hydrogen in the to place in the highly competitive road haulage industry.
engine still requires exhaust aftertreatment.
Kratzsch: Indeed, exhaust aftertreatment is necessary – Kratzsch: In our strategy for the use of hydrogen in
and that is what we are working on at the moment. transport, we must not forget other sectors such as
the chemical and steel industries, as a result of which
demand will exceed generation potential in Germany. We
will therefore have to import energy sources, and liquid fuels
Are we following a special path in will be available, the production of which in geographically
Germany? favorable locations will also allow correspondingly lower
prices.
Kratzsch: Let’s look at China: The country has cut back on
There are currently still several vehicles come onto the market – and this in turn raises subsidies for electric vehicles. There are to be government
competing approaches for the question of what we do with the fleet. By contrast, subsidies or credits for low-consumption vehicles and the
How much diversity can we afford in
electricity-based fuels. Do you the Fischer-Tropsch process allows us to produce both use of methanol as a fuel. These credits, in turn, can be
terms of drives and fuels?
synthetic diesel and kerosene. In the long term, we believe used to reduce the necessary quota of battery electric
already have a clear preference? that aviation, in particular, will be dependent on liquid vehicles that a manufacturer must bring to market. This
electricity-based fuels, as this sector in particular is will most likely lead to a surge in the development of new, Kratzsch: That is not the crucial question for me. The
Wilbrand: Electricity-based fuels can be produced dependent on the highest possible energy density. And very efficient combustion engines in hybrid environments, question must be: From a technological point of view,
well in the Fischer-Tropsch process for diesel fuels; for this is where liquid energy sources in light tank systems as the consumption targets will not be achievable with what is the best way to achieve the greatest potential for
gasoline by methanol synthesis, we prefer to work with remain unbeatable over the long term. pure combustion engine drives. And I am convinced: reducing CO2 emissions? And for us at IAV, the answer
FT processes. We already make around seven million New consumption-optimized combustion engines and is: We will have to pursue several paths in the long term:
tons of gas-to-liquids products in Qatar. Shell GTL electricity-based fuels would also be a good complement on the one hand, the direct use of green electricity – in
fuel can be used immediately in fleet vehicles – and to electromobility in Germany. the coming years, we expect a significant increase in
leads to significant air quality improvements for older
What proportion of defossilized battery electric vehicles. On the other hand, we predict
vehicles. transport can electricity-based that hydrogen will become increasingly important. At the
fuels achieve? To what extent can the efficiency same time, combustion engines will have to be made fit
Kratzsch: Advanced fuels can make a valuable for the Euro 7 emissions standard by 2025. In the next
contribution towards reducing the CO2 emissions of disadvantage of electricity-based step, we will then have to look even more closely at how
existing fleets, so it is also important to supply them with Wilbrand: The energy requirement for the production fuels be compensated for by the efficiency of combustion engines can be increased
power-to-liquid and biomass-to-liquid fuels. However, of synthetic fuels is particularly high. If the necessary innovative engine technology? – right up to engines that are specially designed for
if we are building a hydrogen economy anyway, then carbon is removed from the air, this is (currently still) very hybrid operation.
from a thermodynamic perspective it makes sense to expensive. But the necessary quantities of renewable
use hydrogen directly – either in the H2-capable internal electricity are also far from being available. Kratzsch: If we manage to improve the average Wilbrand: We should also work on the increased blending
combustion engine or in the fuel cell. We are working efficiency by ten percentage points, this will save of biofuels, as they are technically advanced. At the
intensively on both technologies and are convinced that 25 percent primary energy retroactively via the energy same time, however, we should not neglect research
market penetration will not be long in coming. CNG, on chain. We can only achieve this boost if we reduce losses and development of electricity-based fuels.
the other hand, is an interim solution that immediately
Would you use hydrogen in the fuel at low loads, for example by reducing wall heat losses
reduces CO2 emissions by 20 to 25 percent in gasoline cell or the combustion engine? in the combustion chamber, by using an electrified Kratzsch: Agreed!
engines. This path only makes sense, however, if in the turbocharger or by driving electrically in low load ranges.
medium term we generate methane not from natural gas Kratzsch: In the transport sector, the technologies Contact:
but from hydrogen or biogenic sources such as residual that have the lowest costs over the life cycle will always Wilbrand: The efficiency chain of battery electric drives karsten.wilbrand@shell.com
materials. prevail. Furthermore, the use case will determine which is excellent, with all transmission one still reaches more matthias.kratzsch@iav.de
technology is used in a specific application. While the than 70 percent – this will never be achieved by an internal
Wilbrand: I agree with you that hydrogen should be used efficiency of the fuel cell is very good, especially at combustion engine, even if it is being further optimised to
as directly as possible. After all, hydrogen can achieve an low power levels, the combustion engine is more likely its theoretical limits. However, heavy vehicles that are used
efficiency of around 30 percent over the entire energy to show its strength at high loads. To this extent, the a lot in long-distance operations would require very large
chain, while other e-fuels can achieve 15 percent at best. application and TCO will drive this decision. We believe batteries and very high charging currents. This not only
However, it will be a long time before corresponding that both technologies are justified and will be used. costs payload, but also an incredible amount of money.
16 Topic focus | automotion automotion | Topic focus 17
IAV Cross
now also optimizes
hydrogen burners
The proven IAV Cross (Injection Analyzer) is now also
investigating the quality of hydrogen (H₂) injectors using
Advancing into a New Era
real gas. In the future, hydrogen will become increasingly
Simulations with artificial intelligence important as an energy carrier for engine combustion
as well because it does not release CO2. With the new
Besides measurements, simulations are part of the PCL development of the IAV Cross, injectors for combustion
team’s core business. So far, the experts have mainly mod- processes with external mixture formation (MPI) as well
IAV’s physiochemical laboratory is increasingly engaged eled catalysts, filters and sensors. In the future, fuel cells
and batteries are to be increasingly added. One focus of
as direct injections into the combustion chamber can
be analyzed in detail.
with batteries and fuel cells. battery simulation is, for example, the power prediction of
a cell under transient load and temperature. “We measure After almost 20 years of market success and continuous
T
real components for this purpose and then provide our further development, the next evolutionary stage of the
he IAV experts at the Physical-Chemical Labora- with the exhaust gas. Very similar questions also arise in customers with a model that they can use as a digital twin device, which is geared towards hydrogen applications,
tory (PCL) have enjoyed an excellent reputation connection with fuel cells. “Here we want to know, among in development”, says Schäffner. This is where artificial with special and secured measurement technology,
for many years. Now, the tried-and-tested labo- other things, what influence pollutants from the ambient intelligence (AI) is expected to play a greater role in the enables a fast, cross-functional analysis of injectors
ratory is expanding its spectrum: In the future, staff and air have on the performance of the fuel cell. These findings future: Although simulations based on physiochemical under conditions as close to reality as possible. The new
measurement technology will also be available for topics can be used, for example, to improve the efficiency over equations are very precise, they require a great deal of generation of instruments takes the physical properties
relating to advanced propulsion systems – for example, the service life of the cell and thus also reduce hydrogen effort. In contrast, AI models learn from training data and of hydrogen into account and is based on IAV’s Cross
for testing high-voltage batteries and fuel cells. slip”, says Schäffner. “We can measure this precisely with are characterized by high speed. Type P for gaseous fuels.
the existing systems.” This is because, in addition to the
One thing remains the same even in the biggest upheaval in experience gained from numerous customer projects, the Despite all the changes brought about by new drive sys- The IAV Cross measuring system, which is unique in
the automotive industry: Without physical-chemical exper- PCL’s unique selling point includes a broad portfolio of tems, classic topics will also be on the agenda of the PCL the world, consists of the hydraulic unit, the electronic
tise, neither conventional nor alternative drivetrains can be measurement technology – all of which are “Best in Class”. team in the future. “New limits for CO2 and pollutants, measuring and control unit and the software. IAV Cross
developed and tested. That’s why the 30 or so employees synthetic fuels or hydrogen engines are important trends also differs from comparable products in the measur-
in Jochen Schäffner’s department believe they are ideally There are also parallels in the aging processes of catalytic here”, reports Schäffner. “In this area, too, we are at the ing method chosen, the tubular indicator principle. Its
positioned for the mobility of the future. “We are made up converters and fuel cells. At high temperatures in the furnace, cutting edge of technology – for example in the simula- greatest technological advantage is also the fact that it
of 50 % scientists and 50 % engineers, who combine high it is possible to simulate how catalytic converters later lose tion of WLTP measurements in the laboratory.” One of can measure both injection rates and injection quantities
competence and application-specific knowledge in the their performance over time due to surface processes in the highlights of the PCL laboratory is the possibility of simultaneously, thereby mapping the injection rate with
field of exhaust aftertreatment”, says department head the vehicle. In fuel cells, the surfaces of the anode and simulating the sweep operation of gasoline engines with high precision. This makes development much easier
Schäffner. “We can also use both for new tasks in the field cathode, the distribution of precious metals on them and its high dynamics. “Regardless of whether classic drives and leads to faster and better results.
of electric and hydrogen mobility.” the wear of the membrane also play an important role in or new forms of drive: We will continue to bridge the gap
the evaluation of aging. “We can measure them using the between basics and applications for our customers in the Contact: philipp.rolke@iav.de
This also applies to the equipment in the physiochemical same methods as for catalysts”, explains Schäffner. “The future”, summarizes Schäffner.
laboratory (PCL) in Berlin. For example, when testing cata- transfer to the field of new drives helps our customers
lytic converters, the focus is on how the samples interact enormously.” Contact: jochen.schaeffner@iav.de
18 Topic focus | automotion automotion | Topic focus 19
Halving the Costs
of Hydrogen
Applications
Expected by 2030
F
or a long time, hydrogen applica- While the electrification of fleets is pro
tions were considered too expensive. gressing across the industry and is set
However, a study by the Hydrogen to reach a significant market volume in a
Council shows that one of the central ob- few years’ time, the ramp-up for H2 tech-
stacles to investment – the high production nologies is expected to take place in 2030
and development costs of the H2 value according to the Hydrogen Council’s “Path
chain – will largely disappear by 2030 thanks to Hydrogen Competitiveness” study
to the scaling of hydrogen production and and the assumptions made by the German
distribution and the economies of scale government.
in hydrogen applications. Similarly, in its
National Hydrogen Strategy, the German
government plans to build a strong and
sustainable domestic hydrogen industry
and intends to promote the production
and use of H2 to this end. The expected
cost degression will give new impetus to
IAV has a wealth of expertise
the discussion on hydrogen applications in the field of hydrogen:
as a promising way to achieve CO2-neutral
mobility.
• Development of fuel cell vehicles and
necessary infrastructure
In order to achieve the Paris CO2 targets,
alternatives to the fossil energy sources • Hydrogen-powered combustion engines
currently still in use, such as oil, natural gas
• Basis for customer-focused development
and lignite, are urgently needed. Hydrogen, services and consulting along the entire H2
with its diverse potentials and possible value chain
applications, should play a central role in
• Ultra-modern methods, test capacities for
implementing the change in energy policy
fuel cell development
and decarbonization in the industrial sector.
• Designing the control system and process
As a company that is open to new tech- engineering of electrolyzers for different
nologies, IAV has been working on hydro- applications (after development of an
gen-based drive and energy systems, e.g. electrolysis system by IAV)
fuel cell drives, for many years now, and • Conclusion: With an understanding of the
also makes use of its profound knowledge entire value chain (energy production –
of conventional and hybrid drive systems. electrolysis – use in H2 drives), IAV can
develop economically and technically
optimal solutions for customers.20 Topic focus | automotion automotion | Driving forces 21
Market ramp-up requires five percent of annual global energy invest-
investments of $70 billion ments. As part of the National Hydrogen
Strategy, the German government has
Hydrogen is the energy carrier of the future, announced funds of nine billion euros to
can be used as a potentially CO2-neutral fuel, boost the domestic hydrogen economy.
as well as to generate electricity generate
electricity and heat and can also be used as Improved market opportunities for
a raw material in industry. With its National H2-powered commercial vehicles
Hydrogen Strategy, which was adopted in and buses
June, the German government wants to push
ahead with the achievement of the climate “So far, costs have been an obstacle to
targets and profit from the expected growth development in the manufacture of fuel-
market with H2 technologies. It is aiming for cell-powered vehicles”, says Ralf Wascheck,
a strong domestic market: Germany should Head of the Fuel Cells and Hydrogen Mobility
Modular E-drive
become the world’s number one in hydrogen department at IAV. “The results are good
technologies. news for H2 applications as such and for
technology-open companies like IAV.”
System for
This market with H2 technologies could take
shape in the coming years. The Hydrogen According to the Hydrogen Council, long-
Council estimates that due to growing distance freight transport in particular
Commercial
investment in the production, transport is suitable for the use of H2 and fuel cell
and use of hydrogen, the costs of many H2 technology. It enables long ranges, fast
applications could fall by up to 50 percent refueling and, thus, high availability
by 2030. combined with high system efficiency,
Vehicles Goes
which is significantly higher than that of
In order to promote the market ramp-up combustion engines. According to the study,
and to build up electrolysis capacities, filling H2-powered heavy-duty vans and buses
into Production
station and pipeline networks, investments of will be as competitive as their counterparts
$70 billion are necessary in the world’s largest with combustion engines as a result of the
automotive markets by 2030, according to expected decline in their operating costs
the study, which evaluated value chains in by 2030.
China, the USA, Europe and Japan/Korea.
According to the Hydrogen Council, this sum Contact:
is considerable, but amounts to less than ralf.wascheck@iav.de
P “We are making
ollutant-free, quiet and efficient – facing society. A major contribution towards
this is what citizens want for to- solving the greenhouse gas issue falls to
Cost sharing for hydrogen applications
Share of total costs 2020 [%]
Cost decline
2020–2030
Drivers for cost reduction until targets are reached morrow’s private and public urban
transportation. To ensure that Europe can
the transport sector, which is responsible
for a large proportion of CO2 emissions.
environmentally
meet its climate targets in line with the Many cities and municipalities are working friendly transportation
• Expansion of the entire supply chain Paris agreement, the German government on making their transport systems climate-
tangible in its most
Heavy -50 % • Industrialization of fuel cell and hydrogen
trucks is also promoting the use of e-buses, friendly – but there is still a long way to go.
tank production
ecological form and
among other things. The range of products Merely converting car fleets to partially or
• Industrialization of fuel cell and hydrogen offered by OEMs does not yet cover all fully electric drive systems is not enough to
bringing the CO2-
Large -45 % tank production market niches. IAV offers an innovative and make the change in transportation a success.
passenger
cars
• Expansion and use of hydrogen filling stations flexible solution that could make a major It is just as important to develop new mobility
Boilers
• Cost-effective hydrogen from renewable sources
contribution towards environmentally
friendly local public transportation in a
concepts, strengthen public transport and
switch the energy supply to renewable energy
neutral age a great
deal closer.”
-45 % • Higher utilization of the pipeline network due to
increased demand relatively short time: converting from sources. All these things have one thing in
diesel to electricity. The modular e-drive common – they do not happen overnight.
Gas turbines -35 %
conversion kit can also be installed in other
• Expansion of system size and production of electrolyzers commercial vehicles such as trucks and For this reason, IAV has developed a further
Ammonia for the production of environmentally friendly hydrogen
-45 % mobile machinery and will be available building block for climate-neutral mobility
production
to customers from starting in fall 2020. that can take immediate effect: with the IAV
Hydrogen production* Investments for equipment Hydrogen distribution Other operating costs modular e-powertrain conventional diesel
*Assumption: 50/50 mixture of low carbon and average renewable hydrogen
For the majority of the population, climate commercial vehicles can be converted into
Source: Hydrogen Council, “Path to hydrogen competitiveness – A cost perspective”, January 20, 2020
change is one of the most urgent problems state-of-the-art e-vehicles.22 Driving forces | automotion automotion | Driving forces 23
“With the flexible IAV modular Strategic significance – Technical data for the
IAV as a system developer modular e-powertrain for
e-powertrain kit we can realize almost MAN SD200/SD202
all commercial vehicle applications by In addition to its applicability and technical
possibilities, the product is also of particular
leveraging fully developed modules.” strategic importance for IAV as a company.
• Voltage range high-voltage system:
up to 750 V
The transformation of the industry with
its increasing requirements and costs for • Direct wheel drive, Ziehl-Abegg
e-mobility means that OEMs and suppliers, - Power (nominal/maximum):
IAV presented the modular e-powertrain in a and would therefore be an additional possible instead of developing and validating 2x 120 kW/200 kW
What Does
double-decker bus for the first time at the IAA option for public transport organizations, products themselves as they used to in
- Torque (nominal/maximum):
Commercial Vehicles 2018 with the intention given the tight situation of public finances. the past, are now increasingly asking IAV for 2x 3700 Nm/8750 Nm
of equipping vintage double-decker buses In addition, the existing vehicle fleet can be turnkey technical solutions including tailored
• Maximum speed:
Data Look Like?
for Berlin tourists with this technology. The converted to zero-emissions in parallel to new approval processes and homologation, says
65 km/h (limited)
system is in keeping up with the zeitgeist of vehicle purchases, thus avoiding production- Brandau. As a strong partner with system
the environmental debate that has reached related CO2 emissions. development capabilities, IAV is perfectly • Installed battery capacity, e-Deutz:
the heart of society. positioned in this respect. 147 kWh
Flexible forms of application, new • Consumption values, 20 °C,
Authority approval for on-road distribution channels Comprehensive development services Sightseeing Berlin: less than 0.7 kWh/km
operation in July of this kind, as it was the case with the (approx. 11 km/h Ø-speed) IAV Tronador bundles all the
The components for the e-drive conversion concept of the IAV modular e-powertrain
Since its presentation two years ago, the kit are supplied as a complete set of parts by for commercial vehicles require coordinated
• Range, guaranteed in operation information from an ECU clearly
min. 120 km
technological basis of the E-modules IAV Cars GmbH. The modular e-powertrain work across domain boundaries, pooling in one program and visualizes it in
has been developed to production level was developed with the support of IAV expertise from individual IAV divisions and • Additional equipment features:
maturity and a comprehensive safety engineers and partners and is integrated integrating the corresponding development
seconds directly in the function
- Power steering pump and air compressor,
concept has been integrated into the individually as a system into the target scopes completely and in a balanced Moteg documentation.
overall vehicle in accordance with the vehicle, in order to ensure smooth interaction manner, says Brandau.
- Heating modules, Webasto
international ISO 26262 standard, which between the electric drive and the other
has been part of the State-of-the-Art systems and components. For reasons of capacity and competence, - ABS brake system incl. combination brake Electronic control units have it all. Their information for the
Co m m e rc i a l Ve h i c l e D eve l o p m e n t OEMs will in the future assign even more - AC and DC charging capability application is usually distributed across many data sources
process since 2018. This also includes The modular system can be adapted to topics that do not contribute towards brand and can only be visualized and processed using specialized
the subsequent implementation of an enable various power and range setups, if topics to EDLs that do not according to - IAV Digital Service Assistant, Telemetry programs. This program diversity makes the work of the
System
ABS system in a vehicle from the 1970s. required, add a fuel cell range extender to a study commissioned by the VDA on developers considerably more difficult. But this no longer has to
the e-drive for buses and trucks to prevent the future value-added contribution of - Touch display as driver interface with be the case! In close cooperation with our calibration engineers,
Following a trial and test phase that has now range losses. EDLs in April 2020. This also includes the integrated camera inputs (upper deck and we have developed a tool that bundles all the information of
been completed, the double-decker bus development of driver assistance systems rear view camera) an ECU clearly in a single program: IAV Tronador. The software
received its approval from official authorities “With the flexible modular e-powertrain, we and energy management concepts – here, - Revised instrument panel with LED displays visualizes the information in seconds as an overlay directly in
and will start travelling on public roads fall can realize almost all commercial vehicle the scope of development is often too large the function documentation and also enables the interactive
- Onboard power supply via DC/DC
time this year. applications by leveraging fully developed to be handled independently by OEMs, the analysis and visualization of measurement data. This makes
converter
modules”, says Florian Brandau, Director study says. work much easier for the calibration engineer, because he can
“We are making environmentally friendly of Commercial Vehicles E-Mobility at IAV. - Power reserves for sightseeing equipment do everything compactly and clearly with only one program.
public transportation a tangible experience “S ystem development means more are provided
in its most ecological form and bringing The company is currently investigating responsibility for us, but it leaves us the - Safety systems for drive, base vehicle and Our product IAV Tronador thus kills two birds with one stone –
the CO2-neutral age a good deal closer”, possible new sales channels with potential freedom to be creative ourselves in order high-voltage technology increasing efficiency and quality. This means applicators can
says Utz-Jens Beister, Managing Director partners, including the option of selling the to develop additional value into the product produce even better and more valid development results in
- IAV power supply unit for flexible modular
of IAV Cars GmbH, after a test drive with the modular e-powertrain for additional vehicle for the customer”, says Brandau. “We have less time. Development goals and SOPs are better adhered
e-powertrain adaptation and expansion to
open sightseeing bus on the Lausitzring. variants under a partner’s brand. In addition, also successfully implemented the modular to in this way.
fuel cell systems, for example
“Emissions no longer play a role, so you a powerful maintenance and spare parts e-powertrain thanks to a special product
can experience your city without annoying network is being built up through cooperative mindset in the team and specially set up Contact: yelda.leibinger@iav.de
exhaust and noise emissions. All in all, an ventures. processes from the early economic business
extremely positive driving experience – for model to the finished product.”
tourists and residents alike.” “This drive system, which has been
tested at OEM level, offers intelligent and
The technology is appealing for many reasons. flexible solutions for all kinds of needs in Contact:
Retrofitting a diesel bus is significantly less the transportation of people and goods”, utz-jens.beister@iav.de
cost intensive than buying a new electric bus says Beister. florian.brandau@iav.de24 Driving forces | automotion automotion | Driving forces 25
Old Becomes New:
Boom Market Remanufacturing
Raw material extraction Material production Energy storage
Recycling Production Energy conversion
Processing,
Disposal energy conversion
REMAN
importance of the carbon footprint of OEM remanufacturing of expensive components to the in-depth knowledge gained from
Usage Primary energy promotion
production chains and the generally high such as battery modules or cells will be in pre-series and series development and
Second use cost pressure.” greater demand in the future, particularly for accompany the anticipated market ramp-
high-voltage (HV) storage systems for BEVs. up. The focus here is on electrical systems
Life cycle assessment Well to tank In line with the Paris Climate Conference and high-voltage technology. This is partly
REMAN process Well to wheel of 2015, most countries in the world have Before defective electrical components because the market is growing particularly
Tank to wheel committed themselves to continuously re- are reworked, they must be tested for their strongly in this area and partly because the
ducing greenhouse gas emissions, and have suitability for remanufacturing according potential for savings for OEMs is particularly
C
set themselves consistent decarbonization to strict specifications. IAV’s modern test high in this area.
onservation of resources and Government and the European Union also Today, remanufacturing has established targets to be achieved by 2050 at the latest. benches, which use intelligent test methods
climate protection are closely inter- support this type of recycling management. itself alongside pre-production and series to set benchmarks for both battery- According to a research report published in
twined. The absolute consumption development as an attractive and sustainable Subsequently, the OEMs declared electric electric and combustion-engine drives, December 2019, the Association of German
of raw materials in industrialized countries Probably the best known example of sector in the specialist field of combustion mobility to be an essential building block are predestined for such measurements. Engineers (VDI) expects sales from the
is too high from an ecological point of remanufacturing in the automotive sector engines. In retrospect, exhaust-gas for CO2-neutral mobility. However, a com- reconditioning and resale of used parts
view. How can production be made more is retreaded tires, which are particularly turbocharged internal combustion engines prehensive consideration of the entire life “We have very complex knowledge of test and components in Germany to increase to
efficient and the demand for natural relevant for commercial vehicles. Since replaced naturally aspirated engines in the cycle, including production and recycling methods and the relevant processes in at least 43 billion euros in 2030, up from the
resources reduced? In order to make a 2015, IAV has been developing the key wake of stricter fuel and emission standards. at the end of the vehicle’s service life, remanufacturing”, says Jan Becker from the current figure of around 8.7 billion euros per
maximum contribution towards climate processes for industrial remanufacturing As a result, the demand for spare parts for makes it clear that battery-electric vehicles Department of Internal Combustion Engine year. Two thirds of this business is accounted
protection over the entire life cycle, of complex systems and components, components such as ATLs, some of which (BEVs) do not meet the climate targets per Development. “We want to help shape the for by the aviation and automotive industries.
IAV relies – alongside a large number for example in the fields of logistics, parts are very expensive (approx. 1,000 euros se due to their energy-intensive production change process towards e-mobility and
of innovative technology and mobility management, functional testing and new price plus installation costs), increased and disposal and the currently available more sustainability with our expertise and “At the moment, we are sharpening up the
concepts – on the remanufacturing of validation of vehicle parts such as exhaust significantly and reconditioning developed electricity mix, and that other technologies specific know-how.” processes, especially for all e-traction
so-called old parts. gas turbochargers (ATLs), automatic into a viable alternative. and measures are also required to meet the components, in order to support vehicle
transmissions or complete engines. CO2 target. VDI sees exorbitant growth manufacturers and suppliers in all powertrain
The goal of remanufacturing is praiseworthy Better CO2 balance, lower costs until 2030 remanufacturing issues”, says Becker,
and ambitious: It is intended to return Defective old parts are remanufactured Focus on e-mobility, HV storage adding: “Clean and sustainable mobility
products and components to a state as using methods adapted to the product and, “The remanufacturing of components and BEV drivers With a view to the planned expansion of starts in development and goes beyond
good as new or in line with their current thus, allow for safe reuse in accordance improves the life cycle assessment and the e-vehicle range within the next ten the classic life cycle of vehicles.”
value after their regular useful life and, thus, with general and individual OEM design and reduces costs”, says Dr. Mirko Leesch, Head In IAV’s view, such a measure is consistent years, OEMs must now begin to prepare
enable them to be reused. The procedure safety guidelines. For process development, of the Internal Combustion Engines and Fuel remanufacturing: The ongoing electrification replacement and spare parts, establish
saves resources, energy and costs and IAV draws on its experience gained from Systems Department. “This is an important of fleets with a focus on BEVs will give appropriate processes and set up Contact:
makes an important contribution towards decades of developing conventional topic for our customers and it will become the general overhaul and repair market a contingents. IAV can provide optimum jan.becker@iav.de
sustainable product life cycles. The Federal drivetrains. even more important in light of the growing qualitative boost. According to Leesch, the support for these OEM activities, thanks mirko.leesch@iav.deYou can also read
