hybrid vehicle technology workshop - ef...

Hybrid Vehicle Technology Workshop

November 12-13, 2003

China World Hotel Beijing, China

Table of Contents 1 November 12-13, 2003

CONTENTS

Agenda ..........................................................................................................................................1

Invitee List .....................................................................................................................................2

Presenter Biographies ................................................................................................................3

Current Status of ATV Development in China ......................................................................4

1. “Brief Introduction of Tenth Five-Year Plan Electric Vehicle Key Technological

Project” by Xu Jing and Wu Zhixin

2. “Beijing’s Clean Vehicle Plans for the 2008 Olympics” by Teng Shulong

International Experience on ATV .............................................................................................5

1. “Overview of the Clean Advanced Vehicle Project” by Kenji Morita

2. “The Need For and Potential Benefits of Advanced Technology Vehicles

in China” by Michael Walsh

3. “California’s Experience Promoting Advanced Transportation Vehicles” by Alan

Lloyd

4. “Development of a Power Train for the Hybrid Automobile— the Civic Hybrid”

by Akira Fujimura

5. “Hino New Hybrid System” by Tetsuo Koike & Atsushi Masuda

6. “Hybrid Buses: The Brazilian Experience” by Hal Harvey and Joe Ryan

7. “Hybrid Electric Vehicle Status and Development in the U.S.” by Michael Wang


November 12 -13, 2003

Beijing, China

AGENDA

Purpose: China’s vehicle fleet is expanding at a torrid pace. Most new vehicle sales, however, involve conventional, relatively high-polluting vehicles. This workshop will review international market and regulatory trends that are encouraging new, super-ultra-low emission vehicles based on a hybrid-electric platform. This workshop will (1) bring together government officials and experts to discuss possible policies to promote electric-drive vehicle technologies in China; (2) discuss the relative technical feasibility of battery-electric and hybrid-electric vehicle platforms; (3) define a road map for introducing electric-drive vehicles in China while highlighting the urgency of promoting hybrid-electric technologies; and (4) explore the potential and opportunities in China for hybrid technology demonstration and technical transfer. Side meetings scheduled for the second day (November 13) will focus on hybrid technology demonstration and technical transfer.

Agenda 2 November12-13, 2003

Wednesday, November 12

9:00 am WELCOME REMARKS Shi Dinghuan, Secretary General, Ministry of Science & Technology

(MOST) Liu Tienan, Director of Industrial Development Department, State

Development & Reform Commission (SDRC) Yang Weiguang, Director General, Beijing Science and Technology

Committee

9:30 am CURRENT STATUS OF ADVANCED TECHNOLOGY VEHICLE (ATV) DEVELOPMENT IN CHINA § Current Plans to Develop Electric Drive Vehicles § International Market Trends: Shifting from Battery-Electrics to

Hybrid-Electrics § China’s Response to International Trends

Xu Jing, Department of High-Tech Development & Industrialization, MOST

Wu Zhixin, China Automotive Technology and Research Center (CATARC)

10:00 am BEIJING’S CLEAN VEHICLE PLANS FOR THE 2008 OLYMPICS § Building a Hybrid-Electric Fleet

Shen Xiang, Beijing Municipal Commission for Science & Technology

10:30 am Break

10:45 am JAPAN’S HYBRID VEHICLE PROGRAM Kenji Morita, Japan Automotive Research Institute (JARI)

11:00 am THE NEED FOR AND POTENTIAL BENEFITS OF ATV IN CHINA

Michael P. Walsh, US Expert

11:30 am CALIFORNIA EXPERIENCES ON ATVS PROMOTION

Alan Lloyd, Chairman, California Air Resources Board (ARB)

12:00 pm Lunch

1:00 pm TOYOTA HYBRID CAR DEVELOPMENT AND MARKETING § Interests in and commitment to introducing hybrid-electric

vehicle technology in China Toyota Expert (invited)

Agenda 3 November12-13, 2003

1:30 pm HONDA HYBRID CAR DEVELOPMENT AND MARKETING

§ Interests in and commitment to introducing hybrid-electric vehicle technology in China

Akira Fujimura, Honda R&D

2:00 pm HYBRID HEAVY-DUTY VEHICLE DEVELOPMENT AND POLICY PATH IN JAPAN

Tetsuo Koike and Atsushi Atsushi Masuda, Hino Motors

2:30 pm HYBRID BUS SYSTEM AND TECHNOLOGY DEVELOPMENT IN BRAZIL

Joseph Ryan, William and Flora Hewlett Foundation, Brazil Hal Harvey, William and Flora Hewlett Foundation, USA

3:00 pm Break

3:15 pm US HYBRID TECHNOLOGY DEVELOPMENT Michael Wang, U.S. Argonne National Laboratory

3:30 pm Panel Discussion

5:30 pm WRAP-UP: China’s Advance Technology Policy Plan Comments by Chinese Officials

6:00 pm ADJOURN

6:00 pm BANQUET

Thursday, November 13

9:00 am WELCOME SPEECH Zhao Wenzhi, Director of the Beijing Transportation Commission

9:15 am FEASIBILITIES TO APPLY HYBRID TECHNOLOGIES TO CITY BUS SYSTEM

Senior persons from Beijing Bus Company, Bus Company from other cities, Beijing Transportation Administrative Commission, and international experts

12:00 pm ADJOURN

12:00 pm Lunch

Invitees 1 November 12-13, 2003

The China Sustainable Energy Program


November 12-13, 2003

Invitee List Presenters and Speakers Akira FUJIMURA Honda R&D Co., Ltd. Tochigi R&D Center 4630 Shimotakanezawa Haga-machi Haga-gun Tochigi 321-3393 Japan Tel: +81-28-677-7788 Fax: +81-28-677-7780 Email: [email protected] Hal HARVEY Program Director Environment Program William and Flora Hewlett Foundation 2121 Sand Hill Road Menlo Park, CA 94025 Tel: 650-234-4647 Fax: 650-234-1947 Email: [email protected] Tetsuo KOIKE Hybrid Vehicle Development Dept. Hybrid Vehicle & Fuel Cell Vehicle Development Division Hino Motors, Ltd. Fax: +81-42-586-5179 mailto: [email protected] LIU Tienan Director Department of Industry National Development and Reform Commission 38 Yuetan Nanjie Beijing, 100824 Tel: 86-10-6850-1613 Alan LLOYD Chairman California Air Resources Board 1001 I Street Sacramento, CA 95812-4025 Tel: 916-322-5840

Fax: 916-327-5748 Email: [email protected] Atsushi MASUDA Hybrid Vehicle Development Dept. Hybrid Vehicle & Fuel Cell Vehicle Development Division Hino Motors, Ltd. Fax: +81-42-586-5179 Email:[email protected] Kenji MORITA Energy and Environment Research Division Japan Automotive Research Institute 2530 Karima, Tsukuba,Ibaraki 305-0822, Japan Tel: +81-29-856-0732 Fax: +81-29-856-1134 Email: [email protected] Joseph RYAN Program Officer U.S.-Latin American Relations William and Flora Hewlett Foundation 2121 Sand Hill Road Menlo Park, CA 94025 Tel: 11-3817-4630 Email: [email protected] SHEN Xiang Deputy Director Advanced Manufacturing Office Beijing Municipal Commission for Sci & Tech Tel: 86-10-66153438 Fax: 86-10-66153438 Email: [email protected] Michael WALSH Transportation Consultant 3105 N. Dinwiddie Street Arlington, VA 22207 Tel: 703-241-1297 Fax: 703-241-1418


Email: [email protected] WU Zhixin Director of Electric Vehicle R&D Dept. China Automotive Technology and Research Center Tianshanlukou, Chenglinzhuangdao, Tianjin Tel: 86-22-66211129 Fax: 86-22-66211135 Email: [email protected] Michael WANG Center for Transportation Research, ESD362/B215 Argonne National Laboratory 9700 South Cass Avenue Lemont, IL 60439-4832 Tel: 630-252-2819 Fax: 630-252-3443 Email: [email protected] XU Jing Deputy Director Department of High-Tech Development & Industrialization Ministry of Science and Technology 15B, Fuxing Road, Beijing 100862 Tel: 86-10-68512618 Fax: 86-10-68515004 Email: [email protected] Yang Weiguang Deputy Director Beijing Municipal Commission for Science & Technology No. 16 Xizhimen Nandajie, Beijing 100035 Fax: 86-10-66153395 ZHAO Wenzhi Director Beijing Transportation Commission Building 317, Guanganmennei Ave., Beijing 100053 Tel: 86-10-63032255 Fax: 86-10-63176215 Other Participants Susan BELL Vice President William and Flora Hewlett Foundation

1032 West Montana Street Chicago, IL 60614 Tel: 773-929-6977 Fax: 650-328-6367 Email: [email protected] CHEN Jiachang Director Division of Energy & Transportation Dept. of High-Tech Development & Industrialization Ministry of Science and Technology 15B, Fuxing Road, Beijing 100862 Tel: 86-10-68512616 Fax: 86-10-68530150 Email: [email protected] LI Gang Deputy Director Department of Automotive & Ship National Development and Reform Commission 38 South Yuetan Street, Sanlihe Beijing Tel: 86-10-68502584 Fax: 86-10-68501571 Email: [email protected] HE Dongquan Program Officer China Sustainable Energy Program The Energy Foundation— Beijing Office CITIC Building, Room 2403 No. 19, Jianguomenwai Dajie Beijing 100004 P.R. China Tel: 86-10-8526-2422 Fax: 86-10-6525-3764 Email: [email protected] Eric HEITZ President The Energy Foundation 1012 Torney Avenue #1 San Francisco, CA 94129 USA Tel: 415-561-6700 Fax: 415-561-6709 Email: [email protected] MENG Fei Program Associate China Sustainable Energy Program The Energy Foundation— Beijing Office


Room 2403, CITIC Building 19 Jianguomenwai Street, Beijing, 100004 Tel:86-10-8526-2422 Fax:86-10-6525-3764 Email: [email protected] Douglas OGDEN Director China Sustainable Energy Program The Energy Foundation 1012 Torney Avenue #1 San Francisco, CA 94129 USA Tel: 415-561-6700 Fax: 415-561-6709 Email: [email protected] Charlotte PERA Program Officer The Energy Foundation 1012 Torney Avenue #1 San Francisco, CA 94129 USA Tel: 415-561-6700 Fax: 415-561-6709 Email: [email protected] YANG Fuqiang Vice President and Chief Representative China Sustainable Energy Program The Energy Foundation— Beijing Office CITIC Building, Room 2403 No. 19, Jianguomenwai Dajie Beijing 100004 P.R. China Tel: 86-10-8526-2422 Fax: 86-10-6525-3764 Email: [email protected] Other participants include leaders and representatives from the following organizations and companies: Public Transportation Companies Beijing Xi’an Kunming Chongqing Chengdu Guangzhou

Universities Tsinghua University Tongji University Beijing Institute of Technology Zhejiang University Beijing Jiaotong University Jilin University Huazhong University of Science and

Technology Tianjin University Northwest Polytechnic University Dalian University of Technology Wuhan University of Technology Beijing University of Science Beihang University Harbin Institute of Technology Research Institutes China Automotive Technology and Research

Center Chongqing Automotive Research Institute No. 21 Research Institute of Ministry of

Information Industry Fan Ya Automotive Technology Center Power Equipment National Engineering

Research Center Institute of Electrical Engineering, China

Academy of Science Zhuzhou Electric Vehicle Institute China Tex EME Research Institute National Electric Vehicle Experiment

Demonstration District Management Center Beijing Mechanical and Electric Research

Institute China North Vehicle Research Institute Technical Institute of Physics and Chemistry,

China Academy of Science Hefei Intelligent Mechanical Research Institute,

China Academy of Science Companies FAW Shanghai Fuel Cell Vehicle Power System Co.,

Ltd. Dongfeng Automotive Company Dongfeng Electric Vehicle Holding Co., Ltd. Shanghai Automotive Group Tianjin Lantian Power Supply Co. Cherry Automotive Co., Ltd. Changan Automotive Co., Ltd. Harbin Ju Rong New Resources Co., Ltd.


North Automotive Group Shanghai Ao Wei Technology Development Co.,

Ltd. Tianjin No. 1 Automotive Corporation Beijing Fei Chi Lu Neng Power Supply

Technology Co., Ltd. Beijing Da Lu Tai Ji Battery Co., Ltd. Leitian Green Electric Cell (Shenzhen) Co., Ltd. Beijing Kadake Automotive Technology

Development Co., Ltd. Shanghai Shenli Technology Co., Ltd. Tianjin Qingyuan Electric Vehicle Holding Co.,

Ltd. Anhui Zhaocheng Electric Vehicle Technology

Co., Ltd.

Presenter Bios 1 November 12-13, 2003

Presenter Biographies Akira FUJIMURA, Senior Chief Engineer, joined Honda’s Research and Development Company in 1972. His work focuses on engine research and development and since 1997 he has worked on hybrid vehicle research. He attended Asahikawa College.

Hal HARVEY is the Environment Program Director at the William and Flora Hewlett Foundation. From 1990 through 2001, Mr. Harvey served as founder and President of the Energy Foundation. Mr. Harvey was a member of the Energy Panel of the President's Committee of Advisors on Science and Technology (PCAST), where he chaired the Transportation Task Force and was a member of the Energy Efficiency Task Force. He was also a member of the Energy Task Force of President Bush's Council on Environmental Quality. Mr. Harvey has B.S. and M.S. degrees from Stanford University in Engineering, specializing in Energy Planning.

Mr. Tetsuo KOIKE joined Hino Motors, Ltd. in December 1973, and oversaw vehicle experiments on trucks and buses. He started the research on electronic controls of the diesel engine in 1979, and electronic fuel injection device that used microcomputers in 1981; the first time as a commercial vehicle. In 1991, he began research and development on the hybrid system HIMR and applied it to large urban buses. Mr. Tetsuo Koike became the director of the HIMR development division in 1997, and he has been engaged in the research and development of the hybrid system since then. Hydrogen Vehicle &Fuel Cell development division was started in June 2003, and he became general manager. Alan C. LLOYD, Ph.D. was appointed as Chairman to the California Air Resources Board by Governor Gray Davis in February 1999. The Air Resources Board (Board), a branch of the California Environmental Protection Agency, oversees a $150 million budget and a staff of nearly 1,100 employees located in northern and southern California. The Board's mission is to promote and protect public health, welfare and ecological resources through effective reduction of air pollutants while recognizing and considering effects on the economy. Dr. Lloyd most recently served as the Executive Director of the Energy and Environmental Engineering Center for the Desert Research Institute at the University and Community College System of Nevada, Reno. Previously, Dr. Lloyd was the chief scientist at the South Coast Air Quality Management District from 1988 to 1996, where he managed the Technology Advancement office that funded public-private partnerships to stimulate advanced technologies and cleaner fuels. Dr. Lloyd has also authored many articles on alternative fuels and air pollution control technology, including Fuel Cells and Air Quality: A California


Perspective; Electric Vehicles and Future Air Quality in Los Angeles; Air Quality Management in Los Angeles: Perspectives on Past and Future Emission Control Strategies; and Accelerating Mobile Source Emission Reductions: California's Experience and Recommendations to Developing Counties. Dr. Lloyd is the 2003 Chairman of the California Fuel Cell Partnership and is a co-founder of the California Stationary Fuel Cell collaborative. He is a past chairman of the U.S. Department of Energy Hydrogen Technical Advisory Panel (HTAP). Dr. Lloyd, earned both his Bachelor of Science in Chemistry and Ph.D. in Gas Kinetics at the University College of Wales, Aberystwyth, U.K. Atsushi MASUDA graduated with a degree in mechanical engineering from the Department of Engineering at Tokyo Metropolitan University. He joined Hino Motors in 1994. He has been engaged in the research and development of the hybrid system since he joined Hino. Kenji MORITA is a researcher at the Japan Automobile Research Institute (JARI) in the Energy and Environment Research Division, Engine Power System Engineering Department. He has conducted research on exhaust emissions of diesel vehicles and methanol diesel engines as well as fleet testing of Otto-type methanol vehicles. His current research is focused on hybrid electric vehicles. He received his bachelor's degree in Mechanical and System Engineering at the Toyota Technological Institute. TENG Shulong is the Director of the Beijing Sustainable Development Center. As Director, he works with the Beijing municipal government in approving and managing energy related projects as well as promoting renewable energy, clean energy and green building technologies. Dr. Teng is also the main coordinator of the Beijing-US Green Olympic Collaboration Agreement. He received his bachelor’s degree from Tianjin University, his master’s from Qinghua University, and his doctorate from the University of Tokyo. He is highly committed to improving China’s sustainable development. Joseph RYAN lives in São Paulo where he serves as the Hewlett Foundation’s Managing Director for Brazil and as a Program Officer for the Environment Program. He is currently coordinating several projects for the Foundation including: laboratory and fields testing of a fleet of fifteen hybrid buses, designed and built in Brazil; a policy paper on the costs and benefits of accelerating the reduction of sulfur in fuels; an effort by the São Paulo state government to improve the legislation that regulates pollution limits and the introduction of offset programs; and a project to encourage the accelerated implementation of an integrated public transportation system utilizing bus rapid transit. In his spare time, Joe is completing his doctoral dissertation in Brazilian economic history at the University of California, Los Angeles.


Michael WALSH is a mechanical engineer and transportation consultant. He spent the first half of his career in government service with the City of New York and the U.S. Environmental Protection Agency. With each, he served as Director of their respective motor vehicles pollution control efforts. Since leaving government, he has been an Independent Consultant, advising governments and industries across the world. He has worked with the World Bank Advisory Panel, Chinese National Protection Agency, U.S. Senate Environment and Public Works Committee, Intergovernmental Panel on Climate Change (IPCC), Organization for Economic Cooperation and Development (OECD), and the National Research Council. Mr. Walsh's areas of expertise include unleaded gasoline, alternative fuels, vehicle pollution control technology, vehicle emissions standards and regulations.

Dr. Michael WANG received a B.S. degree in Agricultural Meteorology from China Agricultural University, and M.S. and Ph.D. degrees in Environmental Sciences from the University of California at Davis. He is specialized in analyzing energy and environmental impacts of motor vehicle technologies and transportation fuels. He has 15 years of working experiences in this field. Dr. Wang has been working in Center for Transportation Research, Argonne National Laboratory, a U.S. Department of Energy’s research laboratory, since 1993. Prior to this, he worked in the University of California at Davis and at Oak Ridge National Laboratory.

Dr. Wang is a director of the Board of the Energy Foundation. He is the chairman of the International Subcommittee on Transportation Energy and Alternative Transportation Fuels of the Transportation Research Board, National Research Council. He is a member of the Overseas Chinese Science and Technology Advisory Committee of Beijing Municipal Government. Dr. Wang is a member of the Energy Conservation Committee of the Transportation Research Board, National Research Council. He is a member of the Society of Automotive Engineer, the Air and Waste Management Association, and North American Chinese Overseas Transportation Association.

Dr. Wang has served on technical advisory committees for several major international studies on advanced vehicle technologies and transportation fuels conducted by or for governmental agencies, automotive companies, and energy companies in North America, Europe, and China. He has also served on graduate student dissertation committees. He has conducted studies to evaluate energy and emission effects of vehicle/fuel systems for U.S. Department of Energy, state of Illinois, the General Motor Corporation, and the U.S. Environmental Protection Agency.

During his professional career, Dr. Wang has produced more than 110 publications and gave invited presentations in more than 30 professional conferences.


WU Zhixin , PhD, is a Senior Engineer. He is the Director of Electric Vehicle R&D Center, China Automotive Technology and Research Center. He is the Secretary–general of the EV Auto Standard Technology Sub-Committee and a member of strategy study for the “863” Plan’s EV program. His areas of research are EV R&D, standards, and related policy study. XU Jing is Vice Director of the High-Tech Development and Industrialization Department at the Ministry of Science and Technology. He oversees the Division of Energy and Transportation. Xu Jing is one of the project leader of the key “863” Plan’s R&D Electric Vehicle Program.

Teng Shulong 1 November 12-13, 2003

BEIJING’S CLEAN VEHICLE PLANS FOR THE 2008 OLYMPICS

Teng Shulong, Beijing Sustainable Development Center Shen Xiang, Advance Manufacturing Office, Beijing Municipal Commission for Science

and Technology The balance of oil supply and demand is always at the core of fuel consumption. The output of oil will peak around 2010 as the rising cost of exploitation leads to the decrease of actual oil utilization. In addition, in recent years, the concern over deteriorating air quality due to oil consumption is another factor to restrict the consumption of energy. In Beijing, vehicle emissions is the key contributor to the city’s worsening air quality. To address these issues, Beijing will develop zero-emissions and extremely low-emission electric-drive vehicles (EDV), which also possess independent intellectual property rights. The municipal government is going to conduct a commercial pilot demonstration of EDVs on certain bus routes to the Olympic sites and other important venues as well as develop intelligent transportation systems (ITS) to assist in communications management. Currently, it plans to use 1000 electric vehicles during the 2008 Olympic Games.

1. Background The demonstration, development, and industrialization study in Beijing is

comprised of two parts: (1) Battery Electric Vehicles (BEV) and (2) Fuel Cell Buses (FCB). This is partially supported by MOST’s National Key Project for EDV Development.

2. Project Objectives The goals of this project are to (1) improve the air quality in Beijing, (2) promote the

EDV commercialization and industrialization from Beijing to China in 2008, and (3) establish a comprehensive operation system of EDVs to lay a foundation for Green Olympic transportation. The main tasks in this project include the following: (1) conduct studies on the key technologies of EDV and select some of them to promote industrialization of those key technologies; (2) develop fuel cell engines for FCBs with possession of the intellectual property rights and apply them to vehicles; (3) develop battery-electric buses and conceptual fuel-cell vehicles; (4) implement related regulations to promote BEVs development, develop 5-10 FCB; (5) produce and purchase special EDVs which will be operated in the stadiums and venues; and (6) establish recharging facilities and maintenance workshop and construct the test base.

Teng Shulong 2 November 12-13, 2003

3. Project schedule 2003: 1. Fulfill the study of key technology of EDV and construct EDV buses

infrastructure facilities and demonstration areas. 2. Set up operational demonstration fleet and 20 EDVs will operate in the first phase at the end of this year.

2004: 1. Develop special EDVs and continue the demonstration operation. 2005: 1. Prepare mass-production of EDVs for the Olympics. 2. Construct

commercial operating infrastructure including charge, maintenance, and inspection. 2006. 1. Complete the production and operation system of EDV carry out the

simulation commercialization operation of EDVs and perfect the operating mechanism. 4. Total funds for the project The National “863” plan for EDVs set up by MOST is providing 880 million RMB

and local government and enterprises raise related fund for its R&D. Beijing provided 100 million RMB.

5. Project Progress

FCB: Tsinghua University has developed the FCB removable platform and is conducting relevant tests. The fuel-cell engine laboratory has been constructed. 75kw fuel cells have been successfully manufactured and many technical problems solved. The test platform for the 40-75kw fuel cell engine system has been built by the China Aerospace Science and Technology Corporation. Most hardware and software of this system have worked well indicating the design of the test platform to be successful. The BEV Dynamical performance test system and simulation test platform has been constructed by Beijing Institute of Technology. Recharge and discharge of cell and stack test platform has been set up. BEV can be assembled and tracked in industrial base of BEV. The vehicle type has been approved by China Motor Vehicle Safety Appraisal and Inspection Center. Some BEVs are now under production. Comments:

1. Currently, the Beijing project is focused on the research and development of battery-electric vehicles (BEV) and fuel-cell buses. But according to international experiences, hybrid technology is the most mature and sophisticated technology and can be commercialized very soon. In order to improvement the air quality for the Green Olympics, Beijing needs to develop policies and incentive measures that facilitate market penetration of hybrid technology and use for fleets in a significant volume.

2. The policy study in the current project is focused on R&D and industrialization, whereas further study should be conducted to encourage the demand-side to use more clean and efficient electric vehicles.

Kenji Morita 1 November 12-13, 2003

1. Introduction In a bid to cope with problems such as global warming, dwindling oil resources, and air pollution, automobile manufacturers increasingly need to design vehicles with improved fuel economy and drastically reduced emissions. In this context, the Japan Automobile Research Institute (JARI) has been promoting the development of a vehicle that combines an oil alternative clean energy with a hybrid mechanism. The Advanced Clean Energy Vehicle Project (ACE Project) is sponsored by the New Energy and Industrial Technology Development Organization (NEDO). The development period is seven years from fiscal 1997 through 2003 and many component technologies and an experimental vehicle have now been developed and completed. In this report we provide an overview of the project and the status of developments. 2. Targets for the Vehicle to be Developed The targets for development of the Advanced Clean Energy Vehicles (ACEVs) are as follows. • Complete the building of experimental vehicles by the final year of the project, fiscal 2003. • Use a oil alternative clean energy for the fuel. • Cut energy consumption and CO2 emissions per unit distance traveled to less than half those of conventional vehicles. • Set the target for reduced exhaust gas emissions to the ULEV levels specified in the Environment Ministry’s technical guidelines for low-pollution vehicles

3. Concepts of the ACEVs Various clean energy sources and hybrid systems have been developed to attain the targets mentioned above. Thus, JARI will promote technical development by commissioning it to automakers according to their areas of technical specialization and expertise and conduct 1) technical management of the participants in the project; 2) prediction of fuel economy by numerical simulation; and 3) evaluation of developed component technologies and vehicles. The five types of ACEVs shown in Table 1 and Fig. 1 will be developed. It can be seen that types of vehicles, hybrid systems, engines, fuels, and energy storage systems range widely. In the passenger car category, the Hybrid Electric Vehicle (HEV) is already in the competition stage. Development of finished cars will not be carried out: the development, centering on component technologies of the Adsorbed Natural Gas (ANG) system and Flywheel Battery will be conducted at Honda R&D Co., Ltd.

Table 1 Outline of the ACEVs

Vehicle Type Manufacturer Hybrid Type Engine Fuel Energy Strage

Passenger Car Honda R&D Series SI ANGFlywheelBattery

Isuzu AdvancedEngineering Center Series

IDI Ceramics TurboCompound CNG Capacitor

Mitsubishi FusoTruck & Bus Series/Parallel SI CNG

Li-ionBattery

Nissan Diesel SeriesSI Miller Cycle

Turbo CNG Capacitor

Hino Series/Parallel CIDI DME Capacitor

* The Nissan's Reformed Methanol FCV development project was shifted to the Millennium project

Delivery Truck

City Bus

4. Targets for Fuel economy of the ACEVs

Overview of the Advanced Clean Energy Vehicle Project

Kenji MORITA Japan Automobile Research Institute, 2530 Karima, Tsukuba, 305-0822, Japan


At the inception of the project, the positioning of the fuel economy targets of the ACEVs was first confirmed in fiscal 1997. It is difficult to determine the positioning of the fuel economy target based only on the target value of fuel economy improvement rate, because ACEVs vary according to type of vehicle and use different types of fuels; and the basic vehicle is equipped with an AT system, and therefore its power

transmission efficiency can be relatively low. Thus we examined the relationship between the absolute value of the energy consumption rate and the vehicle weight during fuel economy evaluation (Fig. 2). For comparison, the results of the pressure storage type hybrid vehicle (PS-HV) and the existing HEV (E-HEV) as well as those of a conventional diesel vehicle (Diesel-CV), including the basic vehicle, are shown. Since the driving mode has a greater effect on the fuel economy improvement rate of HEVs compared with that of conventional vehicles, the M15 mode, which is typical of the driving pattern of urban heavy-duty vehicles, has been chosen (Fig. 3). This Figure shows that the reduction ratios of the energy consumption rates of the PS-HVs and E-HEVs are around several tenths, while that of the ACEVs is approximately half. This indicates that the fuel economy target has been set at a high level. The relationship between the energy consumption rates and vehicle weights of the four types of the ACEVs are approximately linear, so it can be said that the target for each vehicle is appropriate. Based on these results, we decided to launch vehicle development.

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A C EV 2 AN G Engine H ybrid Passenger Car (H onda R &D C o., Ltd.)

G enerator

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A C E V 3 CN G Ceram ics Engine H ybrid C argo Truck (Isuzu A dvanced Engineering C enter, L

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Accessories

( A/C, Power-steering, Air com pressor)

A C E V 6 DM E Engine H ybrid B us (Hino M otors, Ltd.)

M otor/G enerator

D M E E ngine

U ltra-C apacitor

D M E F uel Tank

A C E V 4 C N G Engine H ybrid C argo Truck (M itsubishi Fuso Truck & Bus C orp.)

C ontrolsC N G Engine 3.9L-100kW

New Type Cell Target

20 kW h, 250kg

R ear Inw heel M otor M ax. 50kW

Fig. 1 Concept of the ACEVs


5. Status of R&D 5.1 Performance of the Developed Capacitors In order to improve the fuel economy of the HEV, it is essential to enhance the efficiency of the energy storage system. In this project, three companies are engaged in the development of the capacitor, which can operate at high efficiency because it involves no chemical reactions and its

internal resistance is low. As an example of the efficiency measurement of a developed capacitor, charge/discharge (round trip) efficiency of a new type capacitor and an old one are shown in Fig. 4. In order to indicate the actual charge/discharge efficiency in the case when a capacitor is installed in a vehicle, the measurement was carried out under fixed power conditions instead of the usual fixed current conditions, taking power density (W/kg) as a parameter. A capacitor has the characteristic of a steep drop in efficiency, since the voltage drops significantly as the state of charge (SOC) falls. This tendency can be seen very clearly in the old type capacitor. However, the new type capacitor is designed to have lower internal resistance, and as a result, it achieves higher efficiency than the NiMH

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(a) Ni-MH Battery (b) Old type Capacitor (c) New Type Capacitor

Fig. 4 Comparison of the Charge/Discharge (Round Trip) Efficiency of Various Energy Storage System

Ni-MHBattery

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Capacitor(New Type)

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Fig. 5 Effect of the Energy Storage System on Fuel Economy of the Series Hybrid Bus

Fig. 6 Nissan Diesel Motor Co., Ltd.’s ACEV


battery (sold on the open market for early HEVs), the charge/discharge efficiency of which is also shown in Fig. 4 for comparison. The effect of this different energy storage system on the M15 mode fuel economy of the Series Hybrid Bus, predicted using numerical simulation, is shown in Fig. 5. The results indicate that fuel economy can be improved by about 19% if capacitors are installed instead of NiMH batteries. Other advanced energy storage systems such as lithium-ion batteries and flywheel battery have been developed in the ACE project and data will continue to be collected on them. 5.2 Exhaust Gas and Fuel economy of a ACEV Out of four Heavy-duty vehicle makers in charge of vehicle development, Nissan Diesel Motor Co., Ltd. completed their experimental vehicle in fiscal 2001 (Fig. 6). We conducted measurements on it using the following test methods. • Test Method 1: This test method determines the exhaust gas reduction rate of the ACEV during the M15 mode run. Exhaust coefficient can then be obtained by multiplying the D13 mode exhaust gas quantity (g/kWh) of the base vehicle by the reduction rate. • Test Method 2: The exhaust coefficient is calculated by dividing exhaust gas value (g/test) of the ACEV in the M15 mode run test by driving work (kWh) on the tire tread surface, which is derived from the vehicle speed, the drive pattern, and drive resistance. The results of exhaust emission measurement is shown in Fig. 7. CO and PM clears the ULEV level specified in the Environment Ministry’s technical guidelines for low-emission vehicles, and that of NOx remains close to the ULEV level. Depending on the test method, the measurement of NMHC exceeded the current

regulation level; however, this is thought to be a side effect of inadequate fuel cutoff when the engine is stopped. This can be ascribed to incomplete development of the experimental vehicle rather than to any inadequacy with the system itself. Furthermore, its fuel economy to be about 2.1 times that of its ACEV based vehicle and the target of the project, which was to achieve double the efficiency of a conventional vehicle, has thus been achieved. The first experimental vehicle has attained the goal and the project is progressing favorably.

5. Conclusion In this report, we have given a brief overview of the ACE project and the results of performance evaluations of the developed component technologies and vehicles. Development is being carried out focusing on advanced technologies. Other than the achievements reported here, a steady stream of successful outcomes, such as the completion of a research project to study the compatibility of synthetic fuels for diesel engines, are being seen. Various energy storage systems and ACEVs are scheduled to be completed towards the end of the project, scheduled in fiscal 2003. The technologies developed in this project are expected to improve the energy efficiency of automobiles and drastically cut the pollution they cause.

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Michael Walsh 1 November 12-13, 2003

The Need For and Potential Benefits of Advanced Technology Vehicles in China

Michael P. Walsh, Independent International Consultant

Abstract Starting from a very low base, China has one of the fastest-growing fleets of motor vehicles in the world. The rapidly growing automobile fleet presents the Chinese people with significant benefits but in urban areas especially, where most of the passenger cars will be concentrated, in the absence of government intervention, air quality will worsen, the number of automobile accidents will increase, and congestion will take a toll on the quality of life. Also of great concern, energy consumption will rise, and China will become more dependent on imported petroleum. The purpose of this paper is to review the potential environmental and energy problems which will result from high vehicle growth in China’s cities and to summarize the important role that advanced technology Vehicles can play in addressing these problems.

I. Introduction Starting from a very low base, China has one of the fastest-growing fleets of motor vehicles in the world. Since the late 1970s, the vehicle population in China has increased about 10-fold and by the end of 2001, the total number of vehicles had reached about 18 million (excluding motorcycles)1, including 5 million cars.2 In 2000 China produced 2.07 million motor vehicles (a 43 percent increase from 1995), 605,000 of which were passenger cars (an 86 percent increase over 1995), and 11.53 million motorcycles, or 44 percent of the world’s total production (an increase of 45 percent over 1995). By 2002, auto production had reached the 1 million mark and indications are that the 2 million mark will be reached in the next year or two. In early 2001 the Chinese government designated the automotive industry one of seven “pillar industries” of the economy. In the government’s tenth five-year plan, 3 specific actions were proposed to restructure and strengthen the automotive industry, which is now primarily engaged in truck manufacture and in joint ventures with foreign manufacturers for automobile assembly, and to produce a Chinese family car at a price that would encourage mass ownership. The plan gives priority to investments in highways and oil and gas pipelines. The rapidly growing automobile fleet presents the Chinese people with significant benefits including greater freedom of choice in housing location, employment, and leisure. But in urban areas, in the absence of government intervention, air quality will worsen, the number of automobile accidents will increase, and congestion will take a toll on the quality of life. Also of great concern, energy consumption will rise, and China will become more dependent on imported petroleum.

1. State Statistical Bureau China. 2002. Statistical Yearbook of China. China Statistics Press, Beijing 2. In this report the term motor vehicles excludes two-wheeled vehicles and rural farm vehicles

unless otherwise indicated. It includes cars, trucks, buses, and commercial vehicles. 3. “China’s 10th Five-Year Plan for the Development of the Automotive Industry (2001-2005)”, State Economic

and Trade Commission, June 26, 2001, Translated by China Business Update


II. Projections of China’s Motor Vehicle Fleet The strong relationship between income and motorization across countries provides a straightforward basis for projecting future motor vehicle fleet sizes in China. China’s gross domestic product (GDP), an indicator of personal income, grew at an average annual rate of 10.1 percent from 1980 to 1990 and 10.7 percent from 1990 through 19984. However, in 1999 and 2000 it grew at 7.1 and 8.0 percent, respectively. Earlier this year, the National Academy of Sciences and the China Academy of Sciences published a major study of the Chinese Automobile Industry5 that attempted to develop a first order approximation of the likely vehicle population out to 2020. Three different assumptions about China’s GDP growth rate— a high rate of 10 percent, a medium rate of 8 percent, and a low rate of 6 percent— were used to produce three different projections for the automobile and motor vehicle fleet size in China. In a second study carried out primarily by Tsinghua University,6 the growth rate of GDP in China is projected to be 8% before 2010, 7% during 2010 and 2020, and 6% during 2020 and 2030. Based on the above considerations and assumptions, the vehicle population in each study is forecast to increase by a factor of approximately 6 by 2030, with the car population increasing most rapidly. The car fraction of the fleet is expected to reach 60% by 2030. Another significant shift noted above is the trend toward higher diesel penetration, especially in the truck and bus fleets.

III. Environment and Health One of the more obvious consequences of a rapidly growing vehicle fleet is its effect on the environment, particularly in cities. The air in most of China’s large and medium-size cities is already unacceptably polluted, with the largest cities ranked among the most polluted in the world. As the vehicle population grew rapidly during the 1990’s NOx air quality exceedences grew rapidly as well. This situation, when exacerbated by more vehicles on the road, will likely get even worse unless major efforts to reduce emissions per vehicle are undertaken rapidly.

A. Vehicle Emissions The combustion of gasoline or diesel fuel in vehicle engines produces a variety of potentially harmful emissions. The amount and type of emissions depend on a variety of factors, including engine design, operating conditions, and fuel characteristics. Evaporative hydrocarbon emissions— from refueling, spills on heated engine parts, and so forth— can also be significant. The gaseous and particulate pollutants to which motor vehicles contribute include carbon monoxide (CO); ozone (O3)— through its atmospheric precursors volatile organic compounds (VOCs) and nitrogen oxides (NOx); fine particulate matter PM10 and PM2.5— particles smaller

4. World Bank. 2001. World Development Indicators. Washington, D.C. 5. National Academy of Sciences and China Academy of Sciences, Personal Cars and China, National

Academy Press, 2003 (also available in Chinese from China Academy of Sciences). 6. “Study on energy policies in China’s road transport I: current status and future trend of oil

consumption and CO2 emissions”, Kebin Hea, Hong Huoa, Qiang Zhanga, Dongquan Heb, Feng Anc, Michael Wangc, Haiyang Gaod, Michael P. Walshe (in Draft)


than 10 and 2.5 microns (µm) in aerodynamic diameter, respectively; and nitrogen dioxide (NO2)7;. The air toxics emitted from motor vehicles include aldehydes (acetaldehyde, formaldehyde, and others), benzene, 1, 3-butadiene, and a large number of substances known as polycyclic organic matter (including polycyclic aromatic hydrocarbons, or PAHs). The relative contribution of motor vehicles to ambient levels varies, depending on the pollutant and the location. In most cases, motor vehicles are a large and rapidly growing contributor.

B. Health Effects Research conducted over the past several decades has identified some of the effects that different pollutants have on human health, including those on the respiratory, neurological, and cardiac systems, and those that promote several types of cancer. Overall, the effects of these pollutants on public health are of sufficient magnitude to be of great concern. For example, one recent European analysis estimated that approximately 6 percent of mortality (40,000 deaths annually) in France, Austria, and Switzerland could be attributed to particulate air pollution alone, and about half of that could be attributed to exposure to vehicle emissions8. A more recent study by the World Health Organization concluded that approximately 800,000 premature deaths occur each year as a result of exposure to urban air pollution, primarily particulate matter.9

C. Air Quality10 One result of the rapid growth of China’s vehicle fleet has been a significant increase in urban air pollution. In spite of significant advances in industrial pollution control, air pollution in the major Chinese cities remains a serious problem and in some cases may actually be worsening. It is generally characterized as a shift from coal-based pollution to vehicle-based pollution. Based on the available data, it is clear that the national NOx air quality standards are currently exceeded across large areas in China, including but not limited to high traffic zones. Before 1992 the annual average NOx concentration in Shanghai was lower than 50 micrograms per cubic meter (µg/m3) but since 1995 the NOx concentration has been gradually increasing, from 51 µg/m3 in 1995 to 59 µg/m3 in 199711. This increase coincided with a rapid and steady increase in Shanghai’s vehicle population. In Beijing, NOx concentrations within the Second Ring Road that encircles the city center increased from 99 µg/m3 in 1986 to 205 µg/m3 in 1997, more than doubling in a decade.

7. Currently the Chinese air quality standard is for NO2. Before 2000, however, it was both, with different

levels for NO2 and for NOx. A lot of the historical Chinese data are for NOx. 8. Kunzli, N., R. Kaiser, S. Medina, M. Studnicka, O. Chanel, P. Filliger, M. Herry, F. Horak, V.

Puybonnieux-Texier, P. Quenel, J. Schneider, R. Seethaler, J. C. Vergnaud, and H. Sommer. 2000. Public-health impact of outdoor and traffic-related air pollution: a European assessment. Lancet 356: 795-801.

9. “The World Health Report 2002: Reducing Risks, Promoting Healthy Life”, World Health Organization, 2002.

10. Derived mainly from SEPA-Tsinghua Annual Report of 2002. 11. Shanghai Municipal Government, 1999, Strategy for Sustainable Development of Urban

Transportation and Environment— for a Metropolis with Coordinating Development of Transportation and Environment toward the 21st Century.


Moreover, CO and NOx concentrations on the urban trunk traffic roads and interchanges exceed national environmental quality standards year-round. In 1998, with the continued growth in the vehicle population in Beijing, the NOx and CO in high traffic areas exceeded the national standards throughout the year. Table A compares NOx and CO levels in Beijing’s high traffic areas (city center) and lower traffic areas in 1997 and 1998.

Table A NOx and CO Concentration Comparison of Beijing Urban and Suburb in 1997 and 1998

2nd Ring Road (City center)

3rd Ring Road 4th Ring Road Outside 4th Ring

Road (Suburb)

1997 205 190 177 112 NOx（ug/m3

） 1998 220 219 197 124

1997 6.8 6.1 3.3 CO(mg/m3)

1998 8.4 7.3 3.6

During the Eighth Five-Year Plan (1991-1995), the days and hours that the O3 concentration in Beijing’s suburbs exceeded standards on average were 53.8 days and 294 hours, respectively. In 1997, this rose to 71 days and 434 hours. The maximum hourly concentration reached 346µg/m3. In 1998, as shown in the table below, the standard was exceeded on 101 days for a total of 504 hours, with a peak level rising to 384 µg/m3. In 1999, ozone exceeded the standard for 119 days and 777 hours.

Table B Beijing Urban O3 Pollution Change Status

Days exceeding Standard

Hours exceeding Standard

Max. Hourly Concentration of the whole year (µg/m3)

1991-95 Avg. 53.8 294 Yr. 1997 71 434 346 Yr. 1998 101 504 384 Yr. 1999 119 777

By far the most serious air pollution problem in Chinese cities is PM, primarily caused by coal burning. A recent study,12 however, at two sites in Beijing found that vehicle exhaust is already responsible for about 9% of the PM2.5 at present, and reentrained road dust for another approximately 14 to 15%. It is worth noting that at the time of this study there were virtually no diesel cars in Beijing, as they had been banned until recently, and heavy diesel trucks were only allowed into the city at night.

IV. Steps Taken By China to Address These Problems

12 “Source Apportionment of PM2.5 in Beijing”, Kebin He, Qiang Zhang, Yongliang Ma, Fumo Yang, Steven Cadle, Tai Chan, Patricia Mulawa, Chak Chan, Xiaohong Yao, Fuel Chemistry Preprints 2002.


D. Fuel Quality Improvements Growing concerns in China about the environmental impacts of rising oil consumption have led to investments in new refining technologies and the revision of product specifications. Among the earliest policy targets was eliminating the 66 and 70 MON (Motor Octane Number) specifications for gasoline, raising the new minimum to 90 RON (Research Octane Number), and eliminating alkyl-lead additives for octane enhancement through the increased use of alkylate, reformate, and methyl tertiary-butyl ether (MTBE) and other oxygenates in gasoline blending. New unleaded specifications for 93 and 95 octane (RON) gasoline were added as well. Methyl cyclopentadienyl manganese tricarbonyl (MMT) is used as an octane enhancer by about 50 percent of China’s refineries. According to China’s newest gasoline specification, the total amount of aromatics in the gasoline pool is limited to 40 percent by volume maximum, and the limit of olefin content is 35 percent by volume maximum. Sulfur levels in both gasoline and diesel fuels have also been reduced but remain much higher than will be acceptable if tight new vehicle standards are to be adopted.

E. Vehicle Directed Measures Once leaded gasoline was eliminated, China followed up in 2000 with the introduction of EURO I standards for new cars and trucks.13 It also recently decided to follow up with the introduction of the EURO II standards in 2004.14 In addition, several Chinese cities are upgrading their vehicle inspection and maintenance programs to further reduce emissions. Focusing on the city of Beijing which has the highest per capita vehicle population and the most serious motor vehicle related air pollution problems, a mandatory vehicle retirement policy was strictly carried out, and 38,000 vehicles were forced off Beijing’s roads by the end of 1998. Among these were 14,000 microbus taxies that caused heavy pollution. Approximately 4,000 vehicles were physically destroyed at Capital Steelworks. Over 80,000 vehicles that were registered before 1995 were forced to install vacuum time-delay valves to reduce NOx emissions and 120,000 newer vehicles were retrofitted with three-way catalysts. Approximately 21,000 taxies and buses were converted to dual-fuel vehicles (mostly LPG and gasoline); and about 1500 buses were converted to operate on CNG. Totally 360,000 vehicles that were coming into Beijing were inspected and 109,000 were dissuaded from coming. The quality of fuels is inextricably linked to the regulations for vehicle emission performance. Because lower sulfur levels in gasoline and diesel fuel are preconditions for the introduction of advanced vehicle technologies that are able to comply with Euro III and Euro IV standards and beyond, China will have to substantially upgrade its refineries. If it wishes to get the full benefit of stringent vehicle standards, very low sulfur fuels will be necessary

13 These are the standards that were introduced in the EU in the early 1990’s. 14 Beijing introduced the Euro II standards one year earlier than the rest of the country in January 2003 and Shanghai followed in April 2003.


V. Fuel Consumption & CO2 Emissions China became the world’s third largest oil consumer after the U.S and Japan by the end of the 20th century.15 Because of the limits on domestic oil production capacity, China has become a net oil importing country since 1993 with the imported amount at 70 million tons in 2000.16 The rapid development of transportation in China is largely responsible for the increasing oil demand. Motor vehicles in China consume about 85 percent of the country’s gasoline output and 42 percent of its diesel output. By 2010 China is predicted to need 270–310 MMT of crude oil per year17 but the domestic supply is expected to reach just 165–200 MMT per year, and the deficit of 105–110 MMT must be imported. In the next three decades, the demand for oil by vehicles will increase dramatically because of the rapidly increasing vehicle population. According to the Tsinghua study, without improvements in vehicle fuel economy, the demand for oil by China’s road transport sector will increase at an average growth rate of about 6% and reach about 363 million tons in 2030, over 5 times that of the year 2000. CO2 emissions will rise to 1146 million tons. According to these projections, road transport will become the dominant oil consumer in the next twenty years and beyond and become a major source of CO2. Clearly there will need to be a significant push to improve vehicle fuel efficiency to offset this high growth.18

VI. Integrated Strategies To Reduce Emissions from Vehicles

In developing strategies to clean up vehicles, it is necessary to start from a clear understanding of the emissions reductions from vehicles and other sources that will be necessary to achieve healthy air quality. Depending upon the air quality problem and the contribution from vehicles, the degree of control required will differ from location to location. As illustrated in the Figure

regarding Integrated Air Quality Management Framework, one should start with a careful assessment of air quality and the sources that are contributing the most to the problem or problems.

15 “Study on energy policies in China’s road transport I: current status and future trend of oil consumption and CO2 emissions”, Kebin Hea, Hong Huoa, Qiang Zhanga, Dongquan Heb, Feng Anc, Michael Wangc, Haiyang Gaod, Michael P. Walshe (in Draft) 16 Editorial Board of Report on China Energy Development. 2001. Report on China Energy Development 2001. China Measurement Press, Beijing 17 Yang, Jingmin, W. Song, L. Wang, and J. Wang. 1997. Analysis for supply and demand of world crude resource and trend of China’s petroleum industry. In Proceedings of 15th World Petroleum Congress, Beijing, 1997 (in Chinese). 18 A significant effort to develop such a program is underway with support from the US Energy Foundation.


Where vehicles are the major culprits, a broad based approach to the formulation and implementation of policies and actions aimed at reducing their pollution will be needed. The following groups of stakeholders will each have an important role in the development of the appropriate policies and strategies:

• National government agencies, • Local government agencies, • Industry (vehicle producers, fuel producers, catalyst suppliers, maintenance industry,

etc.), • Intermediate groups who can play a role in advocating for and implementation of

pollution reduction campaigns, and • End users. Within the end users group it is important to differentiate between users, such

as rickshaw drivers, who depend on the affected vehicles for a living and users who require the vehicle for personal transportation.

• Breathers

Effective and efficient coordination mechanisms for the management of pollution from vehicles must be established. This should also include a clear allocation of responsibilities for specific functions and tasks to individual agencies and organizations. Reducing the pollution that comes from vehicles will usually require a comprehensive strategy. Generally, the goal of a motor vehicle pollution control program is to reduce emissions and fuel consumption from motor vehicles in-use to the degree reasonably necessary to achieve healthy air quality as rapidly as possible or, failing that for reasons of impracticality, to the practical limits of effective technological, economic, and social feasibility. A comprehensive strategy to achieve this goal includes four key components: increasingly stringent emissions standards for new vehicles, specifications for clean fuels, programs to assure proper maintenance of in-use vehicles, and transportation planning and demand management. These emission reduction goals should be achieved in the most cost effective manner available. Increasingly it has become clear that advanced technologies, which combine low emissions and very good fuel economy, have a critical role to play. Hybrid vehicles marketed in the US are the most fuel efficient vehicles sols as well as approaching zero emissions.

VII. Conclusions China’s vehicle population has grown tremendously over the past two decades and all indications are that high growth will continue for the foreseeable future. While there will be many benefits to individual Chinese as a result of this increased mobility, absent government


intervention, air quality will worsen, the number of automobile accidents will increase, and congestion will take a toll on the quality of life. Also of great concern, energy consumption will rise, and China will become more dependent on imported petroleum, with all the economic and energy security consequences that will entail. Advanced technology vehicles including hybrid vehicles can play a critical role in addressing these problems.

Alan Lloyd 1 November 14, 2003

California’s Experience Promoting Advanced Transportation Vehicles

ALAN C. LLOYD, Ph.D. Chairman

California Air Resources Board 1001 I Street, Sacramento, California

Introduction The Air Resources Board (ARB or “Board”) is responsible for leading California’s efforts in meeting state and federal health-based air quality standards. Since the 1960’s, the Board has encouraged the development of new technologies to achieve the maximum feasible cost-effective emission reductions. In many cases, “technology-forcing” regulations have been used to reduce criteria pollutant emissions, as with the push to develop sustainable transportation through the introduction of zero and near-zero emission vehicle technologies. The Board has repeatedly found that the adoption of stringent yet achievable performance standards stimulates technical progress on the part of the automotive industry. In addition to pushing technology, the ARB’s current light-duty vehicle program provides regulatory incentives to encourage the commercialization of hybrid electric vehicles, a technology that will aid in the longer-term efforts to develop zero-emission vehicles (ZEV). This paper provides a discussion of the role of hybrid electric vehicles within the ARB’s vehicle program. Background In September 1990, the ARB adopted a broad set of vehicle regulations to substantially reduce pollution from passenger cars and light-duty trucks. As part of the newly created program, the Board included a visionary goal of requiring large automakers to commercialize vehicles with no direct emissions and thereby dramatically reduce the environmental footprint of personal transportation, beginning in 1998. This action set off a chain of events that has 1) resulted in the development of extremely clean conventional vehicles and 2) provided the catalyst for ongoing worldwide efforts to commercialize sustainable transportation. Due to the far-reaching and ambitious requirements for ZEVs, the Board directed that staff provide biennial updates on the progress being made in meeting the requirements. Doing so has given the Board the necessary flexibility to respond to new developments in vehicle technology and to the experiences gained by industry. Clearly, the ZEV program has been a dynamic “evolutionary” process that has maintained its goal of zero-emission transportation while acknowledging and responding to shortcomings in certain technologies and taking advantage of innovation and advances in others.


ZEV Program Developments In response to this bold initiative, automakers initially sought to meet the ZEV requirements with battery electric vehicles. Automakers and governments worldwide invested substantial resources to improve both batteries and vehicle components. However, in 1996, due to cost and performance issues primarily related to the state of battery development, the ARB eliminated the 1998 to 2002 requirements to allow additional time for battery research and development. Instead of percentage requirements, the ARB entered into agreements with automakers to collectively place roughly 1,800 advanced-battery electric vehicles during 1998 to 2001, thus ensuring a significant near-term market for advanced battery manufacturers. Unfortunately, this effort did not catalyze the needed cost and performance improvements necessary to develop a sustainable consumer market for battery electric vehicles. During this time, the ARB’s push for ZEVs also invigorated industry’s efforts to reduce emissions from conventional vehicles. By late in the decade, automakers had achieved new milestones in producing extremely clean “near-zero” emission conventional gasoline vehicles. Thus in 1998, the Board took advantage of this emerging technology and provided additional flexibility within the ZEV program by allowing a certification standard, the Partial ZEV Allowance Vehicle (PZEV), to be used to meet a portion of the ZEV program requirements. PZEVs meet the most stringent tailpipe and evaporative emissions, and must do so over a 15-year, 150,000-mile life. Automakers are now meeting this very strict standard and are projected to place over 140,000 PZEVs in California by the end of 2003. In the mid-to-late 1990s, automakers began to look seriously at meeting the ZEV requirements with hydrogen fuel cell vehicles as a way of addressing the range and cost issues associated with battery electric vehicles. In 1999, the Board joined with industry and other governmental agencies to create the California Fuel Cell Partnership. The goals of the Partnership are to demonstrate fuel cell vehicle technology, demonstrate the viability of alternative fuel infrastructure technology, explore the paths to commercialization, and increase public awareness and enhance opinion about fuel cell electric vehicles. This ongoing collaborative effort continues to augment the technology forcing aspects of the ZEV program. Advanced Technology Vehicles Also during the mid-to-late 1990’s, certain automakers began to commercialize hybrid electric vehicles. Such vehicles would take advantage of many of the benefits of electric propulsion while still providing for the necessary performance and range expected by consumers used to driving gasoline vehicles. Again, the Board was quick to seize on the benefits provided by the commercialization of these vehicles by further modifying the ZEV program in 2001 to provide new incentives for “advanced technology” vehicles. Automakers could now meet up to one-half of their pure


ZEV requirements with vehicles having extremely clean emissions in conjunction with ZEV-like characteristics such as electric drive. This new category, referred to as “Advanced Technology” PZEV (AT PZEV), was created to bridge the gap between the commercialization of today’s cleanest conventional vehicles and the pure ZEVs of the future. The AT PZEV category includes hybrid electric vehicles, compressed natural gas vehicles, and hydrogen internal combustion engine vehicles. Widespread commercial production of such vehicles will help build the manufacturer and supplier base for critical ZEV components. ZEV Program Current Status In response to the cost and performance issues of battery electric vehicles, the Board amended the ZEV program in April 2003 to focus research and development efforts towards fuel cell technology. Automakers are now able to meet their pure ZEV program requirements by placing increasing numbers of fuel cell vehicles during specific development periods. If all large automakers choose this path, industry-wide production will be 250 fuel cell vehicles for 2001 to 2008, 2,500 for 2009 to 2011, 25,000 for 2012 to 2014, and 50,000 for 2015 to 2017. In addition, the regulation still provides an opportunity for AT PZEVs, including hybrid electric vehicles, to meet a portion of the ZEV requirements. Benefits of Hybrid Electric Vehicles In addition to the air quality benefits due to their extremely clean emissions, hybrid electric vehicles will accelerate the development and deployment of future ZEV technologies. Key systems contained within the hybrid systems are directly comparable to key ZEV fuel cell systems. These include efficient electric drive motors, high power electronics, and computer control systems that incorporate regenerative braking. Promoting the widespread adoption of these technologies in PZEVs will lead to performance improvements and cost reductions that are necessary for ZEVs to become mass-market vehicles in the future. These systems also use advanced batteries. The research and development work on hybrid batteries by automakers, battery suppliers, and material developers worldwide continues to improve the key characteristics of batteries used in hybrid applications. This in turn will improve the batteries needed in future pure ZEV technologies, including fuel cell vehicles and battery electric vehicles. Regulatory credits for hybrid electric AT PZEVs are based on system voltage and the power output of the electric motor. The greatest credits are given for high-voltage, high-power systems as these designs most closely match the needs of future ZEVs. The ARB projects that over 800,000 AT PZEVs will be on the roads of California by 2010 in response to the requirements of the ZEV program


Control of Greenhouse Gas Emissions Recent legislation directs the Board to adopt by 2005, new regulations to achieve the maximum feasible and cost effective reductions of greenhouse gas emissions from motor vehicles. Staff is currently developing a proposal for consideration by the Board at its September 2004 meeting. Hybrid electric vehicles will tend to have lower emissions of greenhouse gases, and therefore the production of hybrid vehicles could help a manufacturer meet is targets under the new regulations. We do not expect, however, that the greenhouse gas regulation will mandate any specific approach. Rather, manufacturers will be free to choose their own mix of various existing and emerging greenhouse gas reduction technologies. Summary The ZEV regulation’s creation of the PZEV category in 1998 and the AT PZEV category in 2001 has achieved extremely positive results in both reducing emissions from conventional vehicles, as well as providing incentives for advanced technology vehicles. The focus on AT PZEVs directly supports the transition to sustainable transportation by encouraging increasingly efficient hybrid electric systems that will lead to electric drive vehicles such as the fuel cell vehicle.

Akira Fujimura 1 November 12-13, 2003

Development of a Power Train for the Hybrid Automobile

- the Civic Hybrid

Akira FUJIMURA Honda R&D CO., LTD.

ABSTRACT

In order to contribute to the resolution of global environmental problems and to respond to the issue of diminishing resources, the Civic Hybrid, a hybrid passenger automobile was developed to achieve both low emissions and low fuel consumption. The hybrid system takes the conventional Honda IMA (Integrated Motor Assist) system as its foundation. 4-cylinder, 1.3L SOHC, 2-plug engine i-DSI (DSI: Dual and Sequential Ignition) has been selected. In addition, a cylinder idling system to increase the amount of electrical energy regenerated during deceleration has been adopted. The ultra-thin DC brushless motor has been modified with its magnetic circuit to improve maximum regenerative torque by approximately 30%. Thanks to a new power train, low fuel consumption of 4.9 L/100 km (UDC+EUDC combined), CO2 emissions of 116 g/km are achieved. Low emissions technology includes the adoption of a lightweight stainless steel exhaust, and new engine air-fuel ratio controls. These technologies have made it possible to achieve low emission levels that meet EU2005 (Euro-IV) regulation. In addition, an IPU (Intelligent Power Unit) that combines a PCU (Power Control Unit) controlling the IMA system with a Ni-MH battery can be installed behind the rear seats, as it is quite compact. This has made it possible to have a 5-passenger vehicle with trunk capacity on a par with the Civic, upon which this vehicle was based. INTRODUCTION

The requirements for better fuel economy and lower exhaust emissions in automobiles are becoming more stringent in the interests of global environmental preservation and resource conservation. In response, Honda developed the IMA (Integrated Motor Assist) system in 1999, marketing the Insight (1) – a hybrid automobile having both a gasoline engine and a motor. In 2001, the Civic Hybrid entered the market; it had a modified IMA system fitted to the Civic’s 5-passenger 4-door sedan body. The power train fitted to the Civic Hybrid was composed of an engine based on the L13A i-DSI (DSI: Dual and Sequential Ignition) engine (2) with cylinder idling

systems and a motor with improved torque and efficiency. This paper is a report on the new IMA system power train, and the compact IPU (Intelligent Power Unit) technology. AIMS OF DEVELOPMENT

Honda’s first hybrid automobile, the Insight, fitted with the IMA system, achieved the world’s best fuel economy for a mass-production passenger vehicle, and demonstrated the potential of hybrid technology. Now, based on the hybrid technologies for Insight, the goal of this development is actualization of a compact 5-passenger hybrid sedan that realizes both better fuel economy and global environmental protection. The compact hybrid power train design was tailored to the vehicle package, and this provided a foundation for improvement of the engine with increased motor torque, higher efficiency and low fuel consumption. The exhaust system was improved, in order to reduce emission.

The specific development targets were as follows. 1) Top fuel economy in the compact 5-passenger sedan class. 2) Low emission performance; EU2005 (Euro-IV) regulation. 3) Compact IPU to maintain a practical level of trunk capacity.

THE HYBRID SYSTEM

The definition of a hybrid automobile is one that employs two or more power sources to improve overall efficiency. At present, most hybrid automobiles combine engines and motors. Fig. 1 shows two representative methods. One method is the series hybrid method. In this type of hybrid, the engine turns the generator, and electricity is supplied to the battery. Then electrical supply from the battery is received by the motor, driving the hybrid automobile. The other is a parallel hybrid method that switches between engine drive and motor drive. The system is halfway between that of a gasoline vehicle and an electric vehicle, where the high efficiency range of each is selected and used. In looking at these two, the IMA system is a type of parallel hybrid. Details will be explained below.


Parallel HEV

Battery

Transmission

Engine

Motor

Power control unit

GeneratorSeries HEV

Engine

M otor

Power control unit

Battery

Fig.1 Forms of Hybrid THE IMA SYSTEM

STRUCTURE

Fig. 2 shows the IMA system construction, and Fig. 3 shows the vehicle layout of the component parts. In the front of the vehicle, the power train has the motor with direct crankshaft connection placed between the engine and the transmission. The IPU – with PCU (Power Control Unit) to drive the motor and Ni-MH battery – is fitted in the rear.

The power cable connecting them is placed along the right side of the vehicle. Because it is possible for both the engine and the motor to contribute the drive force to the axle, it is positioned as a parallel hybrid. However, the engine provides the main power, and the motor provides auxiliary power during acceleration. Therefore, in total it is very simple, and the system can be lightweight and compact.

PRINCIPLES OF IMPROVED EFFICIENCY

The following three items are the IMA system’s improved fuel consumption technologies.

1) Deceleration Energy Regeneration and Assist

Conventionally, vehicle deceleration energy is consumed by braking and engine friction, etc. Here, the deceleration energy is recovered by the motor, and by assisting during acceleration, engine fuel consumption is reduced.

2) Idle Stop By stopping the engine when the vehicle is stopped, there are no idle revs so during that period fuel is not consumed. Even when the engine starts again, because firing occurs after the motor cranks the engine at 400rpm or more, fuel consumption during start, too, is reduced. 3) Reduction in Engine Displacement

IMA System

Power control unit

Motor

Engine

Battery

Transmission

Fig.2 IMA system construction

Motor assist

Regeneration

Engine

Transm ission

D C brushlessmotor

In telligent power unit (IP U )

Nickel metal hydride(Ni-M H ) battery

Power control unit(PCU)

Power cable

Fig.3 Vehicle layout of IMA

With this system, having a motor for auxiliary power, it is possible to achieve the dynamic performance required by the vehicle through combined output from the engine and the motor. Thanks to this, it is possible to reduce the engine displacement, which is effective in reducing fuel consumption. In addition, during braking, generally the combined forces of the engine brake and the foot brake stop the vehicle. However, when the engine displacement is reduced, the engine brake becomes smaller, and there is an increase in energy that can be regenerated. Therefore, this further contributes to lower fuel consumption.

The following is a report on the new IMA system’s power train and compact IPU technology. THE ENGINE

ENGINE SPECIFICATIONS

Major engine specifications are given in Table 1. The fundamental specifications are based on the 4-cylinder, 1.3L, SOHC 2-plug i-DSI engine, with measures take to fit it to the Civic body. In addition, in order to increase regenerative energy during deceleration, a Cylinder Idling System (CIS) has been adopted.


Table 1 Engine specifications Engine code LDA Cylinder configuration In-line 4-cylinder Bore stroke (mm) 73 × 80

Hino Motors 1 November 12-13, 2003

Hino’s New Hybrid System

Tstsuo Koike and Atsushi Atsushi Masuda Hino Motors

Efforts to tackle the problem of global warming have recently reached the automotive industry, where there has been increasing demand for improved fuel efficiency. Hino Motors, Ltd. is researching and developing a new hybrid system in consideration of such a situation. The implementation of a one-way clutch allows this hybrid system to combine the advantages of a single motor/generator with both series and parallel systems to simplify and reduce the weight of the system as a whole. When starting from a standstill, the hybrid system runs in electric mode using the motor alone. When the hybrid system accelerates, the engine starts and the system runs in parallel mode using both the motor and engine in tandem. When the driver is maintaining constant speed, the motor cuts out and the system runs in engine mode using the engine alone. In addition, the batteries can be recharged with power generated from any surplus engine torque. During deceleration, the one-way clutch decouples from the power line and stops the engine, with the hybrid system running in regeneration mode in which the vehicle's deceleration energy is conserved to be more regenerated for later use. This hybrid system uses high-efficiency components such as ultra-capacitors in the power storage unit and permanent magnets in the motor/generator. This has improved fuel efficiency approximately 1.8 times compared with conventional vehicles, a calculation based on simulation tests with a heavy duty city bus.

Hal Harvey and Joe Ryan 1 November 12-13, 2003

Hybrid Buses: The Brazilian Experience

Hal Harvey and Joe Ryan, Hewlett Foundation With Technical Data from Eletra Bus, Sao Paulo, Brazil

1. Introduction and Rationale The world is increasingly urban in character. Most population growth is in large urban areas. Today, roughly half the world’s six billion people live in urban areas. The majority of these are in less-developed nations. Global population projected to grow 50 percent, by three billion by 2050. All this growth will be urban, so there will be six billion urban residents by 2050. Less-developed regions are 92.9 per cent of the more than 2 billion increase in the global urban population 1995 to 2020. By 2025, 23 new urban Asians will be added for every new European urban resident. Operations of heavy duty vehicles, such as buses and delivery trucks, in areas with high population densities generate enormously high air pollution exposure and high noise impact. Heavy duty vehicles are disproportionately high emitters. One urban bus emits 279 times as much soot as an average car per year, and 50 times as much smog-forming emissions. Heavy duty vehicles also have high driving cycles, with many more hours driven per year than an auto. This means that investments in clean technology pay back much more quickly. Finally, the high transient loads of urban vehicles – in stop-and-go traffic – lead to high emissions and low fuel efficiency. These factors together – growing urban population, higher exposure per vehicle, high emissions per vehicle, high driving cycles, and high transient loads make heavy duty vehicles, especially buses, ideal candidates for an aggressive hybrid strategy.


2. Hybrid Buses: The Brazilian Experience The Eletra Bus Company of Sao Paulo, Brazil, has developed a hybrid bus technology that is economical, locally produced, and features a world-class bus. The Eletra strategy is to take a conventional, full-sized (12 meter) bus; remove the engine and transmission; install a large electric motor (from a trolley bus) to drive the bus; add a small diesel engine and generator to power the motor and keep the batteries charged; and include sufficient batteries for high power operations – but not to have a high energy capacity.

The hybrid traction system carries, on board, two energy sources:

1. A Motor-Generator set, with an Internal Combustion Engine (ICE) of some kind (a diesel engine for example) that drives an electrical Generator (generally an Alternator)

2. A small bank of batteries whose function is to store electrical energy, to be released only on situations of high energy demand, such as, during fast accelerations or hill climbing. At these moments, the energy supplied by the batteries complements the energy continuously generated by the Alternator of the M-G set.

An electrical traction motor, directly connected to the traction axle by appropriate gearing, is the sole direct power source for the wheels. In other words, the drive force of the vehicle is always supplied by the electrical motor. The ICE is never used for traction, in contrast to other types of hybrids that use dual traction configurations. With this choice, the mechanics of the driving train are kept simple.

The rotation of the electrical motor and consequently the speed of the vehicle are controlled by an appropriate electronic system (a “chopper” or an inverter) that responds to the acceleration or braking actions as commanded by the driver.

The diesel motor (or other convenient ICE) drives the alternator with constant rotation (rpm). An rpm regulator is responsible for maintaining the rpm of the ICE constant, independently of the mechanical power supplied to the alternator shaft.

The voltage generated by the alternator is first rectified. This DC voltage feeds the chopper (or the inverter) that, in turn, controls the voltage applied to the traction motor in response to the commands generated by the “Speed Regulator System” (SRS), which is part of the “Central Electronic Control System” (CES).


The DC output of is also controlled, and used to charge the battery bank, whenever the energy required for traction purposes becomes lower than the energy required for traction purposes becomes lower than the generating capacity of the alternator. This always occurs when braking, when descending ramps, or when coasting.

On the other hand, whenever the energy demands of the traction motor exceed the alternator capacity, the “CES” system recognizes the situation and directs the batteries to supply additional energy to the traction system.

In other words, the battery bank operates as an energy bank, accumulating energy when the traction demands are low and supplying energy whenever the traction demands are severe. The power capacity of the battery (lead-acid) is high, but the

energy capacity is low, so the batteries are inexpensive.

The overall strategy has a remarkable combination of characteristics.

• The entire bus, except the lead-acid batteries, is built in Brazil. • The incremental cost of the bus is small, compared to a conventional bus. A

conventional full-sized bus in Brazil costs $100,000. The hybrid costs $130,000. This 30% premium should be repaid in three to four years in reduced fuel costs, brake wear, and maintenance.

• The concept can be scaled. Eletro has built articulated 20 meter buses and mini-buses with the same approach.

• Fuel consumption should be at least 30 percent reduced, and pollution emissions 70 percent lower.

The Eletra technology is undergoing an extensive, year-long test with 15 new buses in full commercial operation. Real-time test of emissions, fuel, noise, driver satisfaction, and consumer satisfaction will be carried out by an independent technical team. The Eletra approach is very promising for cities with large numbers of buses.

Michael Wang 1 November 12-13, 2003

Hybrid Electric Vehicle Status and Development in the U.S.

Michael Wang

Center for Transportation Research Argonne National Laboratory

In the U.S., California Air Resources Board began to require sale of zero-emission vehicles (ZEVs) in early 1990s. In 1993, the U.S. federal government established the Partnership for a New Generation of Vehicles (PNGV) program. In 2001, the U.S. federal government established the FreedomCar program to replace the PNGV program. These three government programs in the U.S. established regulatory requirements and provided research and development opportunities for hybrid electric vehicles (HEVs). Through the PNGV program, the three U.S. domestic automakers realized that HEV technologies would enable passenger cars to achieve the PNGV fuel economy goal of 80 miles per gallon (equivalent to a fuel consumption of 2.94 liters/100 km). Consequently each of the three domestic automakers produced HEV prototypes to demonstrate the technology feasibility of achieving the PNGV goal. Through the FreedomCar program, U.S. government continues to work together with automakers to develop and deploy HEV technologies, among other vehicle technologies. For light-duty vehicle HEV applications, Japanese automakers have been far ahead of other international automakers in developing and marketing HEVs. Since Toyota first introduced HEVs into the Japanese light-duty vehicle market in 1997, several international automakers have made and sold HEVs in Japan, the U.S., and Europe. In the U.S. auto market, Honda began to sell Insight HEV in 1999 and Civic HEV in 2002. Toyota began to sell Prius HEV in 2000. The fuel economy of these HEVs has reached 63, 56, 48 MPG (3.73, 4.20, and 4.90 liters/100 km) for Insight, Prius, and Civic, respectively. They represent fuel economy increases of 185%, 110%, and 40% for the three vehicle models, respectively relative to comparable gasoline vehicle models. Meanwhile, other automakers plan to market HEV models in the U.S. auto market soon. In particular, General Motors Corporation plans to introduce HEV technologies to Saturn VUE (a small SUV) in 2005, Chevrolet Equinox SUV in 2006, Chevrolet Malibu (a midsize car) in 2007, GMC Sierra and Chevrolet Silverado pickup truck in 2007. Ford Motor Company plans to introduce Escape HEV (a small SUV) in 2005. DaimlerChrysler plans to introduce Dodge Ram pick-up truck HEV in 2006 and Mercedes S-class HEV (a large car) in 2006. Luxus plans to introduce RX SUV HEV in 2005. HEV models already introduced into the market place and studies of advancement of future conventional vehicles and HEVs have shown that HEVs can achieve significant fuel economy gains and much lower emissions of greenhouse gases and urban air pollutants, relative to gasoline or diesel standalone internal combustion engine vehicles. Compared with other vehicle technologies such as fuel-cell vehicles and alternative-fuel vehicles, HEVs can be powered with gasoline or diesel and thus do not require new infrastructures for fuel production and distribution, which has been and will continue to be a major challenge for those other vehicles. In the U.S., financial incentives are either already available or being proposed by governments to encourage

Michael Wang 2 November 12-13, 2003

consumers to buy HEVs. HEVs could become the next generation of efficient and clean vehicle technologies to reduce energy and environmental burdens of the transportation sector.

hybrid vehicle technology workshop - ef...

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