Norman Brinkman

1
Well-To-Wheel Energy Consumption and Greenhouse
Gas Analysis

• Norman Brinkman
• GM Research Development
• EPA Fuel Cells Workshop
• June 27, 2001

2
What is a Well-to-Wheel Analysis?

• Systems approach
• Assessment of energy consumption and greenhouse
  gas emissions

3
Why Do We Need Well-Tank-Wheel Analysis?

• Evaluate emerging propulsion technologies
• Advanced Internal Combustion Engine (ICE)
• Hybrid Electric Vehicles (HEV)
• Fuel Cell Vehicle (FCV)

• Evaluate new fuels

• Aid public policy development and business
  strategy

4
Background

• Considered 75 fuel pathways and 15 advanced
  and conventional powertrain systems

5
Key Study Features

• U.S. focus
• Time frame 2005-2010
• Predicts energy use and CO2 emissions
• GM full-size pickup truck
• All vehicles have equal performance

6
Fuel Pathways
Results presented today for underlined resources
only
7
Well-to-Tank Energy Consumption
BTU per Million BTU Fuel Delivered
Renewable/ Electricity
Petroleum
Natural Gas
8
Conventional Powertrain

• To be added in Phase 2
• Gasoline SIDI
• Gasoline w/ cylinder deactivation
• 6-Spd MTAs
• CVTs

• Completed to date
• Gasoline PFI
• Diesel
• CNG ICE
• E85 ICE
• (conventional automatic
• transmission)

9
Parallel Hybrid Configuration (Input Power
Assist)
10
Fuel Cell Parallel Hybrid Configuration (Input
Power Assist)
11
All Powertrains Sized to Meet Minimum Vehicle
Performance Targets
Vehicle Acceleration, 0-60 mph 10 sec Vehicle
Acceleration, 0-30 mph 4 sec Vehicle
Acceleration in Top Gear, 50-80 mph 20
sec Maximum Vehicle Acceleration 5 m/s2 Time
to Maximum Acceleration 1 sec Vehicle
Gradeability at 55 mph for 20 minutes 6 Top
Vehicle Speed 110 mph
12
Tank-to-Wheel Vehicle MPG
MPG (Gasoline Equivalent)
Conventional Hybrid
Fuel Cell Hybrid
Fuel Cell
Conventional
13
Well-to-Wheel Integration Process
13 Pathways Reviewed Today
14
Well-to-Wheel Energy Consumption
BTU/mile (fuel production and vehicle)
Renewable/ Electricity
Petroleum
Natural Gas
Better
15
Well-to-Wheel Energy Consumption
BTU/mile (fuel production and vehicle)
Renewable/ Electricity
Petroleum
Natural Gas
Better
16
Well-to-Wheel Energy Consumption
BTU/mile (fuel production and vehicle)
Renewable/ Electricity
Petroleum
Natural Gas
Better
fuel cell hybrid
17
Well-to-Wheel Greenhouse Gases
g CO2/mile (fuel production and vehicle)
Renewable/ Electricity
Petroleum
Natural Gas
800
600
Better
400
200
0
Electrolysis CH2 FC hybrid
CNG conventional
LH2 fuel cell hybrid
CH2 fuel cell hybrid
Diesel conventional
Diesel hybrid electric
Gasoline conventional
Fischer Tropsch diesel
Gasoline fuel cell hybrid
Naphtha fuel cell hybrid
Methanol fuel cell hybrid
Ethanol fuel cell hybrid
E-85 conventional
18
Well-to-Wheel Study Conclusions

• Fuel cell vehicles powered by clean gasoline
  offer greatly reduced greenhouse gas emissions
  vs. todays powertrains/fuels

• Diesel hybrid is very competitive and a clear
  leader among non-fuel cell powertrains/fuels

• CNG does not offer significant benefit versus
  conventional fuels for internal combustion engine
  (ICE) vehicles

• Methanol fuel cell vehicles do not offer
  significant advantage vs. gasoline fuel cell
  vehicles

• Renewable fuels and nuclear power offer the
  lowest greenhouse gas emissions

19
Principal Investigators

• Well-to-Tank
• Michael Wang, Argonne National Labs (lead)
• Norm Brinkman and Thomas Gibson, GM - RD
• Tony Finizza, GM - GAPC consultant
• Andrew Armstrong and Jim Simnick, BP
• Gilbert Jersey and John Robbins, Exxon Mobil
• Jean Cadu, Shell
• Tank-to-Wheels
• Trudy Weber, GM - RD (lead)
• Dave Masten, GM - GAPC
• Gerald Skellenger, GM - RD
• Martin Fasse and Peter Kilian, Adam Opel AG -
  GAPC
• Well-to-Wheels
• Tony Finizza, GM - GAPC consultant (lead)
• Raj Choudhury, Adam Opel AG - GAPC
• Jim Wallace, GM - GAPC consultant (lead, overall
  project)

The report is available on the Web at
http//www.transportation.anl.gov