Review of the Research Program of the FreedomCAR and Fuel Partnership Second Report (2008) / Chapter Skim
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3 Vehicle Subsystems
3 Vehicle Subsystems
Pages 48-80
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From page 48... ...
The long-range goals of the Partnership -- to transition to a transportation system that uses sustainable energy resources and produces minimal criteria or net carbon emissions on a life-cycle or well-to-wheels basis -- are extremely ambitious. The difficulties are compounded when the additional constraints associated with the Partnership are imposed: energy freedom, environmental freedom, and vehicle freedom.
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From page 49... ...
DOE envisions that the path to achieving the long-term goals of the FreedomCAR and Fuel Partnership involves improvements in ICEs, a transition from improved gasoline- and diesel-fueled ICE vehicles to a greater utilization of gasoline- and diesel-fueled hybrid electric vehicles (HEVs) , the development and implementation of plug-in hybrid electric vehicles (PHEVs)
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From page 50... ...
. FreedomCAR and Fuel Partnership programs are addressing the performance, durability, and cost issues that need to be resolved so that fuel cells can become a viable option for personal transportation vehicles.
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From page 51... ...
. Further increases in onboard energy storage capacity could enable PHEVs (vehicles whose batteries could be recharged by plugging them into a source of electricity while it is parked)
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From page 52... ...
To successfully conduct such a program requires close coordination among industry, government laboratories, and academia. In the opinion of the committee, the advanced combustion and emission control technical team is doing a good job with this close coordination.
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From page 53... ...
A breakdown of how the funding was dispensed to different organizations and technologies is shown in Figure 3-1. Support Support HC 11% 11% Company Combustion University 25% Enabling 48% 8% 4% Aftertreatment 22% H2 Combustion National Labs 6% Energy Recovery 56% 9% Recipients Technical Area FIGURE 3-1 Distribution of DOE FY06 funding for the advanced combustion and emission control technical team.
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From page 54... ...
Significant Barriers to Achieving Success The technologies being pursued by the advanced combustion and emission control technical team are very sophisticated. Making these technologies work in an engine-powertrain system under a range of operating conditions is very challenging.
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From page 55... ...
Conclusions and Recommendations In light of the FreedomCAR and Fuel Partnership objectives, the funding and work allocation for continued development of the ICE and vehicle electrification seem appropriate. The advanced combustion and emission control technical team is doing a good job of maintaining a close and constructive working relationship with the stakeholders in the auto and energy communities.
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From page 56... ...
FUEL CELLS Introduction Hydrogen-based fuel cell powerplants promise to be one of the most efficient and least polluting way to power personal transportation vehicles while providing the potential for meeting the Partnership's major goals. Consequently, the advancement of fuel cell technologies to the point where performance and costs can be compatible with mass-manufactured automobiles is a key element of the FreedomCAR and Fuel Partnership.
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From page 57... ...
fuel cell powerplant production are currently approximately $100/kW for relatively proven technologies and about $67/kW for a newer technology compared to the 2015 target of $30/kW (see Figure 3-2; also see James and Kalinoski, 2007; Lasher, 2007)
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From page 58... ...
Of these components, onboard hydrogen storage -- even though it does not affect power plant performance directly -- is probably the most challenging goal. Major issues associated with this goal are discussed in detail in the next section of this report.
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From page 59... ...
SOURCE: Communication Technology Area between the committee fuel cell subgroup and Kathi Epping and Terry Payne, EERE, on August 28, 2007. Program Direction and Management The FreedomCAR and Fuel Partnership's overall requirements (cost, reliability, and performance goals)
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From page 60... ...
However, it is difficult to assess this progress in terms of the program targets until such time as the technologies are demonstrated on-board a vehicle or in a laboratory situation where vehicle operation can be accurately simulated. The 2010 goal for power system density includes the fuel cell power plant as well as the complete hydrogen storage and delivery subsystems.
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From page 61... ...
The same should be done for impurities in the air entering the stack. Recommendations Recommendation. The Partnership should conduct sensitivity analyses on key fuel cell targets to determine the trade-offs and tolerances in engineering specifications allowable while still meeting fuel cell vehicle engineering requirements.
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From page 62... ...
As this effort began only recently, hydrogen storage technologies lag other technologies for hydrogen fuel cell vehicles. This delay could impact the overall schedule for the program.
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From page 63... ...
From 2004 to 2006, the hydrogen storage COEs made significant progress in identifying materials with increased hydrogen storage capacity. Yet the materials identified to date are still far below the target levels for net (usable hydrogen, accounting for all energy losses during filling and release)
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From page 64... ...
The hydrogen storage targets for 2010 and 2015, set at the start of the FreedomCAR and Fuel Partnership, were chosen based on attaining a 300-mile vehicle driving range and making assumptions about overall powerplant and vehicle characteristics. Storage of liquid hydrogen or hydrogen at high pressure can apparently meet the 300-mile range target but not other targets.
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From page 65... ...
The hydrogen storage program organized in BES is also of critical importance given the need for the discovering new materials and for understanding material properties that might lead to the improvement of current promising candidate materials. New starts in the BES program were severely hampered by funding limitations under the 2007 Continuing Resolution.
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From page 66... ...
When the Phase 1 report was issued, the hydrogen storage component of the FreedomCAR and Fuel Partnership was just being established. The COE approach for project organization and project management had not been tested.
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From page 67... ...
Both basic and applied research should be conducted. At the beginning of the hydrogen storage program a wide net was cast in search of suitable hydrogen storage materials.
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From page 68... ...
All the HEVs available at present use a nickel metal hydride battery, and DOE has been involved in the advancement of this technology since the 1990s. However, the nickel metal hydride battery will not meet the long-term FreedomCAR and Fuel Partnership electrochemical energy storage goals for HEVs of 15-year life with 25 kW pulse power and $20/kW by 2010.
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From page 69... ...
Tests of the entire battery system show that the Li ion battery will exceed the FreedomCAR and Fuel Partnership 2010 battery system weight and volume goals at the minimum pulse power rating of 25 kW. It is expected that with further improvements the Li ion battery will also meet the weight and volume goals at the maximum pulse power rating of 40 kW.
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From page 70... ...
, which prevents the deposition of metallic lithium, are being investigated to improve the abuse tolerance of the Li ion battery system. Again, this investigation is being conducted at the materials level in the long-term battery research subactivity and as cells and batteries in the advanced battery research subactivity.
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From page 71... ...
Cost is a critical factor in the introduction of Li ion batteries in HEV applications since they will replace existing and presumably lower cost nickel metal hydride batteries. Going forward, it is generally expected that the cost of the mature nickel metal hydride battery will be tied to the commodity price of nickel, while the evolving Li ion battery technology, which can use a variety of lower cost materials, will eventually become much cheaper.
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From page 72... ...
The energy and power required from the battery for the PHEV application depend on the electric range and the relative charge-depleting and charge-sustaining modes. Some performance and cost goals that may be under consideration are listed in Table 3-1.
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From page 73... ...
Cold cranking power at kW 7 7 −30°C, 2 sec-3 pulses CD life/discharge cycles/MWh 5,000/17 5,000/58 throughput CS HEV cycle life, cycle 300,000 300,000 50 Wh profile Calendar life, 35°C year 15 15 Maximum system weight kg 60 120 Maximum system volume liter 40 80 Maximum operating Vdc >.55 *
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From page 74... ...
ELECTRIC PROPULSION, ELECTRICAL SYSTEMS, AND POWER ELECTRONICS Introduction The scope of the FreedomCAR and Fuel Partnership includes R&D aimed at commercial advancement of HEVs, fuel cell HEVs, EVs, and PHEVs. Electrical systems in all these types of vehicles consist of electric propulsion systems and power electronics systems, along with appropriate electronic controllers.
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From page 75... ...
The technologies of permanent magnet electric motors and power electronic converters are showing aggressive design and rapid progress in their performance. In recognition of the critical nature of these enabling technologies, there has been an increase in activities focused on them.
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From page 76... ...
An Oak Ridge National Laboratory technical report prepared by Unique Mobility indicates that the cost, volume, and mass goals for the Partnership are realizable with projected design developments and manufacturing improvements. Novel Power Converters Current-generation power electronic systems in HEVs include three-phase inverter modules to interface between the dc bus and the electric machine and possibly dc-to-dc converters between the battery and the dc bus.
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From page 77... ...
STRUCTURAL MATERIALS Substantial weight savings are a critical and key requirement of the FreedomCAR and Fuel Partnership. The vehicle weight reduction target has been set at
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From page 78... ...
, the majority of the materials technical programs have been under way for some time, going back to the Partnership for a New Generation of Vehicles (PNGV) before the initiation of the FreedomCAR and Fuel Partnership (NRC, 2001)
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From page 79... ...
that can be used in a total systems model to spread this penalty in an optimal way across other vehicle components. Recommendation. The materials research funding should largely be redistributed to areas of higher potential payoff, such as high-energy batteries, fuel cells, hydrogen storage, and infrastructure issues.
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From page 80... ...
2007. Hydrogen Storage Session Review.
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