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INTRODUCTION
The following section describes a conception methodology that systematically investigates the
great potential variety of comprehensive drive concepts. The methodology is situated at a very
early phase of drive conception. It specifies numerous technologies that are then systematically
combined into drive concepts. The resulting concepts are then assessed regarding certain
requirements and constraints and an initial selection of concepts suitable for vehicle usage is
produced from this. Overall this methodology describes the very first step of a drive conception.
PROCEDURE IN METHODOLOGY
A technology library is used as the first input variable in the methodology. This library contains
individual technologies like, for example, an electric motor with properties like the average
efficiency and performance-specific variables [Figure 1]. The second input variable describes
requirements and constraints so that, for example, the maximum speed, acceleration time,
range and charging time that should be achieved are specified. In addition a base vehicle is
defined with which the requirements need to be reached and which provides a certain space for
the drive. As a result, the methodology returns all drive concepts that are conceivable on the
basis of the technology library and also indicates which drive concepts are suitable under the
set requirements for the base vehicle and which ones are unsuitable. By varying the
requirements, constraints and properties of stored technologies, investigations into the extent to
which these input variables need to change are, for example, possible so that certain drive
concepts are of interest for the vehicle application.
Storage
Transformer
Transmitter
Transducer
Output
MECH HYDR
PNEU
CHEM
THER
NUCL
ELEC
MAGN
RAD
MECH
HYDR
PNEU
Input
CHEM
ELEC
THER
NUCL
ELEK
Electric
motor
Battery
ELEC
MECH
ELEC
MAGN
Electricity ELEC
RAD
Energy sources
types is used in the lines from top to bottom and in the columns from left to right. Therefore the
corresponding fields in the lines and columns are assigned to the same energy type along the
matrix diagonal. In addition, there is a definition that the lines of the matrix describe input
energy types and the columns output energy types. Now we can enter characteristics of certain
drive elements in the individual fields of the matrix. Energy storages, transformers and
transmitters define the same energy type at the input and output. For this reason, they are
found along the matrix diagonal. All other boxes are distinguished between input and output
energy type. For this reason, only transducers are found there. The matrix is also expanded by
one line that is not assigned an input energy type, but instead only output energy types
according to the nine defined columns. Characteristics of the energy source drive element can
thus be collected within the fields in this line as they only have an output. This matrix reflects
the technology library in the end [Figure 3].
The advantage of a technology library structured in this way is that drive elements or
technologies can be accessed which is decisive for the systematic synthesis. Furthermore gaps
in the matrix can be identified and thus an extensive synthesis of all conceivable drive concepts
can be ensured as long as these gaps are also closed. You can also enter virtual technologies
that have not yet been developed. By estimating characteristics of a virtual technology, the
potential in the whole vehicle can be investigated at an early stage.
The aim of all drive concepts is supplying mechanical energy in the vehicle. In the first process
step of the systematic synthesis, all technology that supplies mechanical energy at the output is
picked. This search is very specific thanks to the structure of the library. The identified
technology is assigned to the mechanical energy. This morphological process continues from
these technologies. On the basis of the input energy type of each previously assigned
technology, these assigned technologies are then requested with specific access to the library.
The input energy type of the superordinate technology must always coincide with the output
energy type of the subordinate technology so that coupling is guaranteed. A tree structure is
produced by repeating the morphological process step on each technology of a level. A path is
only closed here if an energy source is assigned under an element. No further elements can be
assigned under an energy source due to the lack of input. A path between one energy source
and the mechanical energy describes a specific drive energy chain.
resulting in a vehicle that is driven directly by the infrastructure with mechanical energy. An
example of this externally driven drive concept would be a vehicle driven by linear motors
integrated into the roads.
Overall, using the systematic synthesis that results from the morphological combination of drive
elements and the systematic assignment of system boundaries, three types of drive concept are
determined:
Storage-supplied drive concepts
Mobile-supplied drive concepts
Externally driven drive concepts
With mobile-supplied and externally driven concepts the route-tied technology can be
configured using the definition of the route types of a traffic network since the costs of such a
technology essentially depends on the output and on the distance to be covered. A route type
defines a route distance, lane number and guide speed with the latter also determining the
power to be supplied per route distance. Overall a configuration can be made for the whole
traffic network from which the total expense for the mobile-supplied or externally driven
infrastructure can be derived.
The total expense of the infrastructure of a storage-supplied, mobile-supplied or externally
driven concept can ultimately be added via an investment calculation as a surcharge to the
energy costs so that driving costs per distance finally result when the total driving distance of all
used vehicles is taken into consideration.
Once the characteristics of the drive concepts have been defined, they need to be evaluated in
the last methodology module. On the one hand, drive concepts that are not suitable for vehicle
usage under the set requirements and constraints can be filtered by, for example, the space
provided for the drive in the base vehicle not being sufficient. On the other, the concepts that
are not filtered can be shown in a rank list depending on the degree of fulfilment and the
weighting of certain criteria. In general, the evaluation is a multi-criteria decision problem that
can be solved with any methods like, for example, the cost-utility analysis. There should be no
deepening of evaluation methods, instead they should be highlighted in the following concept
comparisons using three application examples.
however, due to the less developed filling station infrastructure. The alternative drives have a
clear margin in the total costs although battery drives cannot be included in long-distance
vehicle usage due to the available powertrain volume.
drive is best suited to this vehicle concept with regard to efficiency and the limit range of 320
km.
2020, it should be assumed that the vehicle population and the annual distance driven in
Germany will stagnate as forecast. Table 6 also shows the German traffic network in 2010 with
division according to route type. Depending on route type, the length, the percentage share of
the complete traffic network and the share in the distance driven of all cars are also shown. A
stagnation is also presumed for the traffic network until 2020.
The driving costs show that, despite the very optimistic assumption that all cars will use the
respective drive technology and thus all contribute usage-specifically to the infrastructure costs,
mobile-supplied and externally driven drive concepts would not be economic in Germany in all
application cases in contrast to the observed storage-supplied drive concepts. This is despite
the fact that Germany has a high vehicle density and usage with a relatively compact
infrastructure, which benefits the investment in mobile-supplied and externally driven drive
concepts. It is not however sufficient under the set constraints to depict comparable economy.
However, the overhead wire concept comes relatively close to the storage-supplied drives in
terms of the effect on driving costs, but still are higher than the total costs of the combustion
engine drive concepts in 2020 [Table 4].
The expense of equipping a complete traffic network with route-tied technology would be
relatively difficult to achieve although a focus on long-distance traffic would be conceivable.
Particularly the long-distance traffic that comprises the B-road and motorway route types only
accounts for 7.6% of the total traffic network with 47% of the total car mileage in Germany
[Table 6]. This means a large part of the distance driven could be covered with route-tied drives
at low expense. The Figure 7 shows the effect on the classification of the mobile-supplied and
externally driven drives with regard to the drive-related purchase costs and the driving costs
when the infrastructure is reduced to long-distance traffic.
SUMMARY
Overall a methodology for the very first step in the drive conception has been presented here.
By means of a systematic approach, extensive drive concepts automated on the basis of freely
chosen technologies can be created and investigated. The application examples presented
show the bandwidth of storage-supplied, mobile-supplied and externally driven drive concepts
that can be investigated taking various forecasts and scenarios into consideration.