#Obj. 1 - FCEV and BEV demonstrators
The power requirements of the battery system, the fuel cell, the e-axle, the HVAC system, etc. were determined in various simulations. The component specifications were then defined accordingly to meet the requirements of the defined use cases.
#Obj. 2 - Tank-to-wheel energy efficiency
Measures were analysed for reaching a higher tank (battery/H2 storage)-to-wheel efficiency compared to the baseline Diesel HDV. In the FCEV this is reached by the integration of a fuel cell with efficiencies above 50 % also in the least efficient points. For the BEV, the battery system itself has a high efficiency and algorithms are implemented that allow for an optimised charging efficiency. A highly efficient e-axle helps to increase the efficiency even further.
#Obj. 3 - Efficiency and modularity of e-axle
An improved inverter solution based on SiC is developed to improve the efficiency from 96 % to 98 %. To gain advanced performance for the e-axle a new inverter solution following the latest HW/SW technologies is currently implemented.
#Obj. 4 - HVAC system power
The heating and cooling power of the cabin should be reduced by 40 % and 30 %, respectively. Currently the cabin is prepared for the initial measurements of the HVAC system power, which will then deliver the baseline for the comparisons in the project. The improvement of the insulation is expected to reduce the power of conditioning the cabin. Also, a first draft of the new, efficient HVAC system based on the refrigerant CO2 was created.
#Obj. 5 - Delivery load capacity
The resulting load capacity of both demonstrators should reach at least 90 % of that of the baseline vehicle. A modular and scalable application makes this platform customer oriented, guaranteeing the best compromise between range needs, payload and type of mission.
#Obj. 6 - Operation lifetime of FC
As a FC system capable of delivering high power within the available space is needed, efficiency plays a critical role on the overall FC performance, sizing, integration and TCO. As the vehicle allows the integration of only one fuel cell system, this system needs to work at a minimum power of 180 to 200 kW to complete alpine missions over the Brenner Pass. The design for reaching the target of 30,000 hours operation lifetime is still ongoing but improving.
#Obj. 7 – Maximum driving range
The objective of EMPOWER is to demonstrate the possibility to reach unrecharged and unrefuelled target distances in the Balocco proving ground. Therefore, to define the number of batteries for the BEV to accomplish the unrecharged target of 400 km, simulations have been performed with the representative parameters (e.g. constant speed) of the test.
For the FCEV, the definition of the Hydrogen Storage System is based on the best compromise between space availability, needed ground clearance, range and passive safety requirements. The proposed storage topology with five tanks, and approximately 73 kg of hydrogen, is sufficient to cover more than 750 km, according to the simulation results.
The development of the innovative Human-Vehicle Interface (HVI), advanced routing and driving strategies is currently underway.
#Obj. 8 - Daily average driving range
According to recent simulations, the average daily driving range of 400 km for the FCEV and 300 km for the BEV should be reachable according to the EMPOWER targets. Simulations for the optimum number of battery packs for the BEV are performed. For the FCEV the important part is the functionality and performance of the refuelling stations, which is currently analysed and improved.
#Obj. 9 - Total cost of operation
A fundamental objective was to develop the LCA and TCO models of the two 2020 baseline diesel trucks, representing the regional and the long-haul vehicles. The baseline is used as a reference point for comparison of the two novel demonstrators that will be developed during the project.
EMPOWER partners have also worked at scientific dissemination activities that will be presented at congresses, events or journals within 2024 or in the initial months of 2025. At least other 2 journal papers and 1 congress participation are going to be finalised in the next few months.
