Periodic Reporting for period 3 - LONGRUN (Development of efficient and environmental friendly LONG distance powertrain for heavy dUty trucks aNd coaches)
Periodo di rendicontazione: 2022-07-01 al 2023-12-31
In the long-haul transport sector, the reduction of real driving emissions and fuel consumption is the main societal challenge. The LONGRUN project will contribute to lower the impacts by developing different engines, drivelines and demonstrator vehicles with 10% energy saving (TtW) and related CO2, 30% lower emission exhaust (NOx, CO and others), and 50% Peak Thermal Efficiency.A second achievement will be the multiscale simulation framework to support the design and development of efficient powertrains, including hybrids for both trucks and coaches. With the proposed initiatives a leading position in hybrid powertrain technology and Internal Combustion Engine operating on renewable fuels in Europe will be guaranteed. A single solution is not enough to achieve these targets.
The LONGRUN project brings together OEMs and their suppliers and research partners, to develop a set of innovations and applications, and to publish major roadmaps for technology and fuels in time for the revision of the CO2 emission standards for heavy duty vehicles in 2022 to support decision making with most recent and validated results and to make recommendations for future policies. The OEMs will develop 8 demonstrators (3 engines, 1 hybrid drivelines, 2 coaches and 3 trucks); within them technical sub-systems and components will be demonstrated, including electro-hybrid drives, optimised ICEs and aftertreatment systems for alternative and renewable fuels, electric motors, smart auxiliaries, on-board energy recuperation and storage devices and power electronics. This includes concepts for connected and digitalised fleet management, predictive maintenance and operation in relation to electrification where appropriate to maximise the emissions reduction potential. The 30 partners will accelerate the transition from fossil-based fuels to alternative and renewable fuels and to a strong reduction of fossil-based CO2 and air pollutant emissions in Europe.
The LONGRUN project brings together OEMs and their suppliers and research partners, to develop a set of innovations and applications, and to publish major roadmaps for technology and fuels in time for the revision of the CO2 emission standards for heavy duty vehicles in 2022 to support decision making with most recent and validated results and to make recommendations for future policies. The OEMs will develop 8 demonstrators (3 engines, 1 hybrid drivelines, 2 coaches and 3 trucks); within them technical sub-systems and components will be demonstrated, including electro-hybrid drives, optimised ICEs and aftertreatment systems for alternative and renewable fuels, electric motors, smart auxiliaries, on-board energy recuperation and storage devices and power electronics. This includes concepts for connected and digitalised fleet management, predictive maintenance and operation in relation to electrification where appropriate to maximise the emissions reduction potential. The 30 partners will accelerate the transition from fossil-based fuels to alternative and renewable fuels and to a strong reduction of fossil-based CO2 and air pollutant emissions in Europe.
In relation to objective 1 (achieve over 10% energy saving (tank to wheel (TtW)), excluding effects of plug-in hybrids) and corresponding CO2 reduction) the following results were achieved:
• The simulation for the Hybrid drives to layout the tailored battery and electric motor sizing were performed and hence to optimize the recuperation potential during real driving for various use cases (WP3)
• For the “connected vehicles” target the main features of the connected functions were successfully defined with the partners. Specifically, the connected cloud (Eco-routing, ZE zone Battery SOC provision) and onboard features (Eco-Driving) software was developed and as first step, the eco-routing was implemented in the cloud (Task 2.1)
In relation to Objective 2 (Realisation of robust ICE engine technology for use of future fuels (HVO, dual fuel mixtures), to achieve a major (>90%) CO2 reduction well to wheel) the following results were achieved:
• With the MeOH combustion engine efficiency has been increased significantly above the ones of current diesel engines at reduced pollutants emission without smoke (Task 2.2)
• About the H2 combustion the results show that mixture homogeneity plays a key role in efficient H2 engine operation with low pollutants. In addition, the engine efficiency of nowadays diesel engines seem to be achievable. Produced from renewable energy sources hydrogen offers a chance for CO2 reduction (>90%) well to wheel. (Task 2.2)
Connected to Objective 3 (achieve an internal combustion engine performance which reaches a 50% target in terms of peak thermal efficiency) the following measures were investigated by simulation:
• Combustion system design, increase peak cylinder pressure (PCP), new piston bowl shape, optimized fuel injections, supported by 1D and 3D CFD simulations (WP2, WP3, WP4, WP5). For WP3 engine efficiency of 48.2 % (+3.2 %-points) are predicted.
• For the natural gas engine an increase of engine efficiency 4.3 %-points is predicted by simulation by utilizing High pressure EGR, improved turbo matching, Atkinson cycle, turbo compound, waste heat recovery and friction reduction (WP4).
To reach the targets set in Objective 4 (Aftertreatment systems integrated into hybrid powertrains with advanced engines) the partners in WP2 first defined the boundary conditions, baselines and targets and the fuel specifications for all the studied applications. Then, various EAS configurations have been proposed and ranked, and the specification and layout are in progress. In addition, an agreement with each OEM individually and in alignment with JRC on testing procedures was achieved that will be used in the Validation Testing Campaign.
For Objective 5 (achieve a multiscale backward/forward simulation framework to support the design and development of efficient powertrains, including hybrids) an agreement was found on the modelling requirements and guidelines, naming convention for the agreed interfaces and definition of technical set-up of the simulation platform (also considering the implementation of connected strategies found). In addition, discussions on how to integrate the Well to Tank analysis as well as the re-use of some VECTO building blocks including the CO2 calculation were finalized (WP1).
For Objective 6 (demonstrate the optimal combination of technologies by validation on engine test rigs/ test track/on road with the realisation of demonstrator engine, drivelines and vehicles with the key innovations implemented) deliverable 2.2 was prepared and submitted containing the final validation plan of all investigated measures.
• The simulation for the Hybrid drives to layout the tailored battery and electric motor sizing were performed and hence to optimize the recuperation potential during real driving for various use cases (WP3)
• For the “connected vehicles” target the main features of the connected functions were successfully defined with the partners. Specifically, the connected cloud (Eco-routing, ZE zone Battery SOC provision) and onboard features (Eco-Driving) software was developed and as first step, the eco-routing was implemented in the cloud (Task 2.1)
In relation to Objective 2 (Realisation of robust ICE engine technology for use of future fuels (HVO, dual fuel mixtures), to achieve a major (>90%) CO2 reduction well to wheel) the following results were achieved:
• With the MeOH combustion engine efficiency has been increased significantly above the ones of current diesel engines at reduced pollutants emission without smoke (Task 2.2)
• About the H2 combustion the results show that mixture homogeneity plays a key role in efficient H2 engine operation with low pollutants. In addition, the engine efficiency of nowadays diesel engines seem to be achievable. Produced from renewable energy sources hydrogen offers a chance for CO2 reduction (>90%) well to wheel. (Task 2.2)
Connected to Objective 3 (achieve an internal combustion engine performance which reaches a 50% target in terms of peak thermal efficiency) the following measures were investigated by simulation:
• Combustion system design, increase peak cylinder pressure (PCP), new piston bowl shape, optimized fuel injections, supported by 1D and 3D CFD simulations (WP2, WP3, WP4, WP5). For WP3 engine efficiency of 48.2 % (+3.2 %-points) are predicted.
• For the natural gas engine an increase of engine efficiency 4.3 %-points is predicted by simulation by utilizing High pressure EGR, improved turbo matching, Atkinson cycle, turbo compound, waste heat recovery and friction reduction (WP4).
To reach the targets set in Objective 4 (Aftertreatment systems integrated into hybrid powertrains with advanced engines) the partners in WP2 first defined the boundary conditions, baselines and targets and the fuel specifications for all the studied applications. Then, various EAS configurations have been proposed and ranked, and the specification and layout are in progress. In addition, an agreement with each OEM individually and in alignment with JRC on testing procedures was achieved that will be used in the Validation Testing Campaign.
For Objective 5 (achieve a multiscale backward/forward simulation framework to support the design and development of efficient powertrains, including hybrids) an agreement was found on the modelling requirements and guidelines, naming convention for the agreed interfaces and definition of technical set-up of the simulation platform (also considering the implementation of connected strategies found). In addition, discussions on how to integrate the Well to Tank analysis as well as the re-use of some VECTO building blocks including the CO2 calculation were finalized (WP1).
For Objective 6 (demonstrate the optimal combination of technologies by validation on engine test rigs/ test track/on road with the realisation of demonstrator engine, drivelines and vehicles with the key innovations implemented) deliverable 2.2 was prepared and submitted containing the final validation plan of all investigated measures.
The LONGRUN project will contribute to lower the impacts of GHG emissions in the EU by developing different engines, drivelines and demonstrator vehicles with 10% energy saving (Tank to Wheel) and related CO2 reduction, 30% lower emission exhaust (NOx, CO and others) and 50% Thermal Efficiency. LONGRUN will employ 22 use cases that are an important means to bundle the activities in LONGRUN and to evaluate the achievements of the objectives of the project. They are grouped into four clusters of use cases and activities with the same or similar target and that together fulfil one of the LONGRUN objectives.
In the first 18 months, LONGRUN achieved further significant progress in defining a hybrid concept for 50% efficiency and a control strategy for the hybrid powertrain of VOLVO. The engine is used in a complete hybrid powertrain for LH (35/40ton) application which will be developed and tested during LONGRUN. The requirement and performance for the hybrid powertrain is to be on par or better than the baseline conventional powertrain.
Furthermore LONGRUN has achieved significant progress in that we are closer to demonstrating 10% fuel efficiency compared to state-of-the-art 2018 stoichiometric natural gas vehicles in real driving conditions. The objectives of FPT will be reached -among others- through an advanced combustion system, based on the SwumbleTM concept. The hybrid truck proposed by Ford Otosan will include an e-axle as the key component of electrified powertrain.
In this way LONGRUN is progressing according to the targets set in the Description of Work in lowering the GHG emissions by the heavy duty long haulage transport sector and in providing a stepping stone towards reaching these targets and for providing the right technologies for zero urban emission passenger transport.
In the first 18 months, LONGRUN achieved further significant progress in defining a hybrid concept for 50% efficiency and a control strategy for the hybrid powertrain of VOLVO. The engine is used in a complete hybrid powertrain for LH (35/40ton) application which will be developed and tested during LONGRUN. The requirement and performance for the hybrid powertrain is to be on par or better than the baseline conventional powertrain.
Furthermore LONGRUN has achieved significant progress in that we are closer to demonstrating 10% fuel efficiency compared to state-of-the-art 2018 stoichiometric natural gas vehicles in real driving conditions. The objectives of FPT will be reached -among others- through an advanced combustion system, based on the SwumbleTM concept. The hybrid truck proposed by Ford Otosan will include an e-axle as the key component of electrified powertrain.
In this way LONGRUN is progressing according to the targets set in the Description of Work in lowering the GHG emissions by the heavy duty long haulage transport sector and in providing a stepping stone towards reaching these targets and for providing the right technologies for zero urban emission passenger transport.