SAE PT-146-2010 Green Technologies and The Mobility Industry (To Purchase Call 1-800-854-7179 USA Canada or 303-397-7956 Worldwide).pdf

1、Green Technologies and the Mobility Industry Edited by Dr. Andrew Brown, Jr. PROGRESS IN TECHNOLOGY SERIESGreen Technologies and The Mobility Industry Other SAE Books of Interest: Particulate Emissions from Vehicles (Product Code: R-389) Diesel Emissions and Their Control (Product Code: R-303) Techn

2、ologies for Near-Zero-Emission Gasoline-Powered Vehicles (Product Code: R-359) Combustion and Emission Control for SI Engines Modeling and Experimental Studies (Product Code: PT-121) For more information or to order a book, contact SAE International at 400 Commonwealth Drive, Warrendale, PA 15096-00

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4、ale, PA 15096-0001 U.S.A. Phone: (724) 776-4841 Fax: (724) 776-5760 www.sae.org January 2011 PT-146 Copyright 2011 SAE International. eISBN: 978-0-7680-5714-0 400 Commonwealth Drive Warrendale, PA 15096-0001 USA E-mail: CustomerServicesae.org Phone: 877-606-7323 (inside USA and Canada) 724-776-4970

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11、 (inside USA and Canada) 724-776-4970 (outside USA) Fax: 724-776-1615 Visit the SAE Bookstore at http:/store.sae.org TABLE OF CONTENTS Introduction The Quest for a Green and Sustainable Mobility Industry 3 Dr. Andrew Brown, Jr., P.E., FESD, NAE President, SAE International, 2010 Vehicle Electrificat

12、ion Bridging the Gap from Gasoline to Hybrids: Using Systems Engineering to Deliver Advanced Powertrain Technologies (2010-01-0012) . 13 Bob Brincheck Dassault Systmes America A Survey on Electric/Hybrid Vehicles (2010-01-0856) . 21 Bernardo Ribeiro, Francisco Brito, and Jorge Martins Univ. do Minho

13、 Technology Improvement Pathways to Cost-effective Vehicle Electrification (2010-01-0824) . 35 Aaron Brooker, Matthew Thornton, and John Rugh National Renewable Energy Laboratory Hybrid Drive Systems for Industrial Applications (2009-24-0061) . 49 Frank Bhler Heinzmann GmbH & Co. KG Phillip Thiebes,

14、 Marcus Geimer, and Julien Santoire Institute of Vehicle Science and Mobile Machines, Universitt Karlsruhe Richard Zahoransky Heinzmann GmbH & Co. KG Diesel Hybrids The Logical Path towards Hybridisation (2009-28-0046) 59 A. Srinivas, T. Kumar Prasad, T. Satish, Suhas Dhande, and C. Nandagopalan R&D

15、 Centre, Mahindra & Mahindra Fuels & Emissions Demonstration of Power Improvements on a Diesel Engine Operating on Multiple Fuels (2010-01-1318) . 71 Evelyn Vance, Daniel Giordano, Jeffrey Rogers, and Jeffrey Stewart Sturman Industries Automotive Materials Engineering Challenges and Solutions for th

16、e Use of Ethanol and Methanol Blended Fuels (2010-01-0729) . 81 Pui Kei (P.K.) Yuen, John Beckett, and William Villaire General Motors A Study on Refrigerant Irregular Emission from China Mobil Air Conditioning Vehicles Based on JD Power Result (2010-01-0479) . 101 Bing Li Shanghai Jiaotong Univ. &

17、PATAC William Hill General Motors & SAE Review of CO 2Emissions and Technologies in the Road Transportation Sector (2010-01-1276) 107 Timothy V. Johnson Corning Incorporated iFuel Economy Impact Evaluation of Hybrid Vehicles Implementation in the Brazilian Fleet (2009-36-0334) . 127 David Queiroz Lu

18、z and Gilmar de Paula, Jr. Ford Motor Company Brazil Solution for India Towards Clean and CO 2Efficient Mobility (2009-26-0075) . 135 Ravi Kishore, Patrick Leteinturier, and Wong Sou Long Infineon Technologies India Pvt. Ltd Sustainable Mobility FCVs for a More Sustainable Mobility in 2050 (2010-01-

19、0850) 147 Eduardo Velasco UAEM & GMM Is Mobility As We Know It Sustainable? (2009-01-0598) . 155 Philip Gott IHS Global Insight, Inc. Sustainable Green Design and Manufacturing Requirements and Risk Analysis Within A Statistical Framework (2009-01-1187) 161 Paul G. Ranky New Jersey Institute of Tech

20、nology Sustainable (Green) Aviation: Challenges and Opportunities (2009-01-3085) . 173 Ramesh K. Agarwal Washington University in St. Louis New Technologies In-Vehicle Networking Technology for 2010 and Beyond (2010-01-0687) 195 Christopher A. Lupini Delphi Corporation Development of Injector for th

21、e Direct Injection Homogeneous Market Using Design for Six Sigma (2010-01-0594) 209 Edwin A. Rivera, Noreen Mastro, James Zizelman, John Kirwan, and Robert Ooyama Delphi Powertrain Systems Boosted HCCI for High Power without Engine Knock and with Ultra-Low NOx Emissions - Using Conventional Gasoline

22、 (2010-01-1086) . 235 John E. Dec and Yi Yang Sandia National Laboratories Measuring Near Zero Automotive Exhaust Emissions Zero Is a Very Small Precise Number (2010-01-1301) 253 Wolfgang Thiel, Roman Woegerbauer, and David Eason BMW Group Nanotechnology Applications in Future Automobiles (2010-01-1

23、149) . 271 About the Editor . 283 Edward Wallner, D.H.R. Sarma, Bruce Myers, Suresh Shah, David Ihms, Suresh Chengalva, Richard Parker, Gary Eesley, Coleen Dykstra Delphi Corp. and iiINTRODUCTION INTRODUCTION The Quest for a Green and Sustainable Mobility Industry The new “green paradigm”, which con

24、siders the environment as a vital aspect of doing business, is now a reality that touches all industries, with its technological challenges and victories. The mobility industry has responded to this new state of affairs with a gradual yet unwavering commitment to be less polluting, more sustainable

25、and efficient in the long run. The future of transportation rests on the steady pillars of environmental care, safety at all levels, and the ability to communicate with other vehicles, and with the infrastructure we rely upon when we drive. The economic growth and rising incomes we have enjoyed in t

26、he past four decades brought about increased urbanization and more demand for motorized mobility. For many years, though, it seemed that we as consumers and engineers had to choose between vehicles that were safe as opposed to vehicles that were fuel efficient. That is no longer the case. From the d

27、evelopment of new high-capacity energy storage systems for hybrid and fully electric vehicles, to biofuels and the use of innovative lightweight materials, we now witness the emergence of technologies we did not even dream of ten years ago. Innovation is coming to the market place with real-life pro

28、ducts and solutions. We see its results in emissions and waste reduction, the expanded use of recyclable and renewable materials and a wider focus on sustainability. This teaches us that a cleaner present is possible, and a much greener future a goal within reach. In the U.S. alone, cars and light t

29、rucks consume an average of 8.2 million barrels of oil each day, translating to emissions of more than 300 million metric tons of carbon every year. The foregone conclusion is that significant changes in how we develop new products for the transportation needs of a growing world population are requi

30、red. Overall we consider the main drivers of this new predicament to be: The environment, on which we all depend, including the consequences of climate change. The price of oil and its future availability, including energy security. Economic concerns for the next decade or so. Advances in electric v

31、ehicle development and fuel cells are an excellent example of how engineering ingenuity is responding to the challenges ahead. At the same time, gasoline and diesel engines, under extreme pressure to become ever less polluting, are now being transformed into new power-efficient machines. Alternative

32、 fuels, such as biodiesel, DME, E-85, natural gas, biomass-generated gas, and hydrogen are also top priorities on the list of possible solutions. Together with next-generation lubricants, we can expect more efficiency in overall engine performance coming from these technologies. 3This all leads us t

33、o a path in search of sustainable transportation not only for mature markets but for all markets. The global synergies of production and the new players such as China and India amplify the scope and impact of any decision made by OEMs and suppliers alike. The quest for environmentally- minded design

34、s will require intense collaboration among international engineering teams. New products have to meet the technical and customer requirements of global markets at launch. The costs and risks of not doing so are becoming simply prohibitive. Additionally, consumers themselves will be also drivers of c

35、hange by demanding more eco-friendly means of transportation, both at the mass and individual levels. After all, it is for them that the industry works. New Solutions in Sight: The Case for Electrification Although no industry can ever turn its back to cost efficiencies, the equation now also includ

36、es the monetary and non-monetary price of environmental damage, the lasting impact of carbon footprint, and the value of being socially responsible. Around the world, we see governments increasingly regulating and restricting GHG emissions, and incentivizing the creation and use of non-polluting tec

37、hnologies. Over the next decade, industry forecasts show a strong growth in production of electric vehicles in Asia. Most analysts are conservative showing penetration rates under 5%, but some of the industry predictions actually foresee up to 15% market share by 2020. There are more than 40 vehicle

38、 development programs taking place in Asia as this book goes to press. The Chinese government has made its intentions clear on how important it considers the development and consumer purchase of hybrid and electric vehicles. The mandate is that by year 2012, vehicle makers produce at least 500,000 u

39、nits (or 5%) per year of their total output as hybrid and/or electric. All Chinese vehicle manufacturers must have at least one HEV or EV model in the market by the same year. As of today, the country has invested over US$3.5 billion to stimulate the production of electric vehicles and the necessary

40、 infrastructure to support them. In Japan, by 2020, it is forecasted that the HEV market share will be as much as 20%-30%, with pure EV market share getting to be 15%-20%. Korea and India, with aggressive incentives for HEVs and EVs both for OEMs and consumers, are helping to shape Asia as a leader

41、in this technology. In the United States, new emissions standards have been established and the focus is growing on pollution prevention instead of pollution treatment. With the stated objective to achieve 35.5 mpg and 250 g/mi CO2 by 2016, the American government is also placing emphasis on acceler

42、ating new standards adoption and, for the first time, is putting effort into ruling emissions from medium and heavy-duty vehicles. The European Community, on the other hand, is strongly focused on regulating and controlling CO2 emissions from passenger vehicles, which should achieve a standard of 95

43、g of CO2 per kilometer by 2020. Super credits are offered for ultra-low carbon vehicles (50 g CO2/km), and penalties imposed on those which fall below par. From 2012 to 2018, the penalties range from 5 Euros for the first gram of CO2 above the target, 15 Euros for the second gram, 25 Euros for the t

44、hird and up to 95 Euros per gram over the target after that multiplied by number of vehicles sold. From 2019 onwards, 95 Euros 4per gram of CO2 will be charged to above-target emissions multiplied by number of vehicles sold. Non-compliance could become a very expensive proposition. Technology for th

45、e Future and the Environment These scenarios show us the importance of the commitment to sustainable and green transportation. Electrification of powertrain will play a vital role in decades to come, together with strict pollution regulation, government incentives, rebates and reduced tax fees to co

46、nsumers, and industry investments. Along that line, the world has its eyes set on how battery technology will develop and which architecture will eventually win the race. The competition between voltage and current capacity might be won by a brand new topology still to be fully designed. Yet, no mat

47、ter which, the final technological answer will have to meet some basic requirements pertaining to energy consumption, power generation potential, cost, lifetime, and safety. Mobility engineers are tasked to offer solutions that support better vehicle range as well as torque and acceleration. How muc

48、h markets are willing to pay for battery power is one of the most strategic questions at hand. The targeted cost established by the US Department of Energy, for PHEVs, is between US$300/kWh by 2014. (1) According to a study by the Boston Consulting Group, the cost of electric batteries is estimated

49、to decrease between 60-65% from 2009 to 2020. (2) So far, the lithium-ion chemistry seems to hold increasing promise for a commercial-level solution, but significant research and testing still needs to be done to make it a final choice. Besides the batteries themselves, the use of ultra-capacitors will become more prevalent as they offer almost unlimited lifecycle, buffering the battery from extreme discharge (acceleration) and charge (regenerative braking) events, thus extending the battery life. Additionally, powertr