Zero Emission Long Haul Sustainable Commercial Vehicle Propulsion (ZELUS) - SBRI phase 1

**市场需求：**用于区域/城市物流的柴油中型卡车造成了建成区及其周边45%的空气污染，对社会、环境和相应的经济产生了破坏性影响。英国的目标是到2050年实现零排放车辆，但许多城市通过建立零/低排放区来实现全面禁止柴油的目标要早得多，这从根本上冒着区域/城市物流的能力、可靠性和成本的风险。电气化推进仍然是最可靠的方法，虽然随着技术驱动/有机成本的降低，更广泛的发展将逐步发生，但对商业化大规模生产的具有成本效益的商用车电气化动力系统的迫切需求仍未得到满足。目标是在第二阶段结束时展示一种长途零排放可持续卡车。从系统（卡车）的角度来看，考虑了两种主要的能量存储——电池和燃料电池。通过详细的系统级和组件级比较，可以做出定量的决策。**创新解决方案：**在第一阶段，重点是电气化传动系统可行性研究，主要目标如下：1。分析性能（即重量、效率等）随驱动速度的变化。在客运市场上，有各种各样的电气化推进解决方案。这些解决方案分布在广泛的速度范围内。与乘用车相同的迭代将导致电气化HGV解决方案进入市场的延迟和昂贵。确定驱动速度的最佳点将为HGV的电气化推进提供一个强大、轻便/紧凑且具有成本竞争力的解决方案。2. 在目标1中开发的快速分级模型将能够确定不同系统架构的定量比较矩阵。具体来说，将比较四种架构：a.集中式，每辆车一个驱动；b.分布式，每轴一个驱动；c.分布式，每个车轮一个驱动；d.分布式，每个车轮多个驱动。这将为第二阶段提供一个明确的方向。3. 各种PE转换器和E-machine拓扑结构可满足宽速度范围的要求。减少PM解决方案，干机内部，倒置电机，混合转换器，GaN/SiC等是潜在的解决方案，将使达到新的高度。快速尺寸模型将允许对机器和PE转换器的拓扑结构进行分析，以获得最高的功率密度。所有这些目标都是为了提高系统功率密度，使其重量轻/紧凑。目标是使其重量轻，从而产生具有成本竞争力的最终解决方案。

**Market need:** Diesel-fuelled medium-duty trucks used for regional/urban logistics cause 45% of air-pollution in and around built up areas, with devastating social, environmental and corresponding economic impacts. The UK targets a zero-emission vehicle fleet by 2050, but many cities target blanket diesel-bans far sooner via zero/low emission zones, fundamentally risking the capacity, reliability and cost of regional/urban logistics. Electrified propulsion remains the most credible approach, and whilst the broader evolution will occur incrementally alongside technology driven / organic cost reductions, the immediate need for a cost-effective commercial vehicle electrified powertrain for commoditised mass-production remains unmet. Aim is to demonstrate a long haul zero emission sustainable truck at the end of Phase 2\. From the system (truck) perspective, two prime energy storage are considered -- battery and fuel cell. A detailed system level and component level comparison would be presented to make a quantitative based decision. **Innovative solution:** During the Phase 1, the focus is on the electrified drivetrain feasibility study with three prime objectives is performed as, 1. To analyse the variation of performance (i.e. weight, efficiency, etc.) with respect to the speed of drive. There are various solutions for electrified propulsion in the market for passenger. These solutions are spread over a wide range of speed. Going through the same iterations as that of passenger car would result into delayed and expensive market entry for electrified HGV solution. Determining the sweet spot for the drive speed would result in to a robust, light weight/compact and cost competitive solution for electrified propulsion of HGV's. 2. The fast sizing models developed in objective 1, would enable determining the quantitative comparison matrix for different system architectures. Specifically, four architectures would be compared -- a. Centralised, one drive per vehicle, b. Distributed, one drive per axel, c. Distributed, one drive per wheel, and d. Distributed, more than one drive per wheel. This would provide a clear direction for Phase 2\. 3. Various PE converter and E-machine topologies are available to satisfy wide speed range requirement. Reduced PM solution, dry machine internals, inverted motor, hybrid converter, GaN/SiC, etc. are potential solutions that would empower reaching newer heights. The fast sizing model would allow to analyse these topologies for machine and PE converter for highest power density. All these objectives are working towards increasing the system power density and making it light weight/compact. Aim is to make it light weight that would result in cost-competitive final solution.