AVL李斯特教授在"传统燃料车辆动力技术转型升级国际研讨会"上的发言

Dear Minister Wan Gang,

Dear Mr. Tan

Dear Ladies and Gentlemen!

尊敬的万钢部长，

尊敬的谭总，

尊敬的女士们、先生们！



The world is seeing increasing transportation demands. At the same time we see a competition of powertrain technologies (including IC Engine, Battery electric, Fuel Cell and innovation in the fuel area e.g. E-fuels). This competition I believe will increase the development speed towards truly sustainable transportation. It will also support an environmentally and economically balanced migration towards this goal.

全球的交通运输需求正在日益增长。同时动力总成技术的竞争也日趋激烈（包括内燃机、电池电动车、燃料电池和燃料领域的创新，例如电子燃料）。我相信这次竞争将促进真正的可持续交通的发展，以既经济又环保的方式达成可持续交通的目标。

An advantage of electrification is an association of both competing and matching in a very complementary way: IC Engine + Battery electric: many forms of Hybrid or Battery electric + Fuel Cell and other combinations. The Hybrids also boost the production numbers of electric drive components.

电气化的一个优势是能够以互补的方式相互竞争和配合：内燃机+电池电动车：多种形式的混动或电池电动车+燃料电池以及其它组合。混合动力车还提高了电驱动零部件的生产数量。

We need to be prepared to have all these technologies available to apply them where the market needs them. Thus, we need to be much more agile in the development process based on new methodologies and tools.

我们需要时刻做好准备，在市场需要使用到这些技术的时候能够使它们快速被应用。因此，我们需要通过新的方法和开发工具使开发过程更为灵活。

I see that with the IC engine, a zero-impact emission scenario will be feasible midterm. With zero-impact emissions I mean, that the pollutant emissions of the vehicle does not have an impact on the air quality in the cities and outside. With this achievement the IC engine can be a long term contender in this competition.

我认为从中期来看内燃机实现零影响的排放将是可行的。零影响的排放是指，车辆污染物的排放不会影响城市和外围的空气质量。通过实现这一目标，从长期来看，内燃机依然会保持竞争力。

This opens up a long-term competition between the different technologies and their combinations based on the criteria CO2 emissions and costs essentially Total Cost of Ownership. The criteria for CO2 emission will have to move from tank to wheel to well to wheel

这就开启了不同的技术及其组合之间的长期竞争，这场竞争主要关注二氧化碳排放和成本，主要是总体拥有成本。二氧化碳排放的标准将不得不从“油箱到车轮”转变到“油井到车轮”。

We are successfully working on the reduction of CO2 emissions with continued increase of the efficiency of the powertrain. Alternative fuels will also play a major role in this CO2 reduction.

我们通过不断提高动力总成的效率，从而成功减少二氧化碳的排放量。替代燃料也将在二氧化碳减排方面发挥重要作用。

The product development of current Commercial Vehicle (CV) industry includes Low CO2 trucks, using:

目前商用车行业的产品开发包括低二氧化碳的货车，使用：

· IC engine (diesel, natural gas)

柴油、天然气的内燃机

· the use of alternative fuels & e-fuels for IC’s

使用替代燃料和电子燃料的内燃机

· hybrid powertrain solutions including the

use of overhead cables or last mile hybrid

applications with electric driving capabilities

混动动力系统解决方案，包括使用架空电缆或

具有电动驾驶能力并解决最后一英里出行问题

的混动动力应用

· and pure electric vehicle applications using

batteries

使用电池的纯电动汽车应用

· or the fuel cell for the required driving range

能够达到驾驶里程要求的燃料电池

These technologies are competing to provide transportation with the lowest impact on the environment.

通过应用这些技术，竞相提供对环境影响最小的交通运输。

As already demonstrated and published by AVL, we are able to achieve a thermal efficiency of 50%, and we are working on increasing this. As published, AVL is a member of the US Supertruck II program as the only engineering company. The further development research goal of the Supertruck II program will be a fuel consumption reduction up to 8%.

正如AVL在已经发布的信息中提到的，我们能够达到50％的热效率，而且这一数值还在不断提高。根据已经公布的信息，AVL是美国Supertruck II计划的唯一一家工程公司。Supertruck II计划的进一步开发研究目标是最高将油耗降低8％。

This program is setup by the Department of Energy (DOE) to demonstrate the achievement of 55% brake thermal efficiency (BTE) and significant improvement in transport efficiency.

该计划由能源部（DOE）设立，旨在展示如何达成55％的制动热效率（BTE）并且显著提高运输效率。

In order to achieve lowest emissions and CO2, new or advanced CV engine technologies are required. The engines need appropriate structure for high peak firing pressure, still providing lowest weight for fuel efficiency. Using AVL’s accurate simulation tools in a model based development process we are able to achieve outstanding results.

想要实现尽可能低的污染物排放和二氧化碳排放，新的或先进的商用车发动机技术是必要的。为了达到较高的最大爆发压力，发动机需要有合理的结构，但与此同时为了确保燃油经济性，发动机的重量必须尽可能降低。AVL所使用的是基于模型的开发流程，并且使用了精确的仿真工具，从而取得了出色的成绩。

Additionally, we will need to use the waste heat of the combustion process. We are working on the waste heat recovery for 13 years. We have WHR trucks on public roads for more than 3 years.

另外，我们需要利用燃烧过程中的废热。我们开展废热回收工作已有13年。采用WHR（废热回收）技术的货车已经投入到公共道路的使用中，并且已应用三年。

In the commercial vehicle segment, I sometimes hear the question, if electrification will happen?
This is already happening. There are major product development programs ongoing, and a number of inner-city delivery trucks have been demonstrated from LCV to HD. Daimler Fuso presented at the Tokyo motor show a HD delivery truck called Vision One. As published, AVL was their powertrain development partner.

在商用车领域，我有时会听到这个问题，电气化时代是否会到来？电气化时代已经来临。目前大量的产品开发项目正在进行中，整车厂也发布了许多城市货运车，车辆种类从轻型商用车到重型车不等。戴姆勒扶桑在东京车展上发布了一台名为Vision One的重型货运车。发布中也提到，AVL是他们的动力总成开发合作伙伴。

Compact, reliable and efficient components are very essential for the full electrified powertrain system. AVL is also engaging in all the components’ of the electric drive: battery and battery management system, e-motor and power-electronics, electric e-axle and many other applications. Already 30% of AVL’s overall business is already in electrification especially in China and is continuously growing.

紧凑、可靠和高效的零部件对于完全电气化的动力总成系统非常重要。AVL的业务还涵盖电驱动的所有零部件：电池和电池管理系统、电机和电力电子系统、电桥和许多其他应用。在AVL的总体业务中，电气化已经占到了30％，在中国尤其如此，而且这一数字还在不断增长。

I see the battery EV as a very feasible solution for delivery vehicles and busses in the urban areas. Other applications in the commercial vehicle market required higher range than the BEV will provide. For these, AVL has developed dedicated hybrid powertrain solutions for trucks, as well as the fuel cell EV powertrain.

我认为对于城市运载车辆和客车来说，电池电动车是一个非常可行的解决方案。在商用车的市场当中，还有一些其他的里程要求是电池电动车无法满足的。对此，AVL已经开发了货车专用混动动力总成系统解决方案，以及燃料电池电动动力总成。

As it is well known, Minister Wan Gang has been a leader in fuel cell technology since his time at Tongji University. We also already setup our organization for fuel cell development about 15 years ago. Meanwhile, we have more than 150 experts just focused on fuel cell development, methodology and tools.

众所周知，万钢部长自从在同济大学任教以来一直是燃料电池技术的领导者。AVL也在15年前建立了自己的燃料电池开发团队。同时，AVL有150多位专家专注于燃料电池的开发、方法和工具。

For different market requirements we develop SOFC and PEM fuel cell technology solutions. At the last Olympic Games in Brazil, Nissan presented their vehicle with SOFC range extender, and published AVL’s contribution.

针对不同的市场需求，我们开发了SOFC和PEM燃料电池技术解决方案。在上一届巴西奥运会上，日产推出了使用SOFC增程器的车辆，并公布了AVL的贡献。

For fuel cell development, we recognized that the parallel development of tools for simulation and testing are essential. Thus, today, we have all tools available to simulate the fuel cell and its components under real operation. We continue to develop and provide test equipment for fuel cell, which we further strengthened with our partnership with the Canadian company Greenlight Innovation.

对于燃料电池的开发，我们认识到仿真和测试工具的并行开发是必不可少的。因此，如今我们拥有在真实运行工况下模拟燃料电池及其组件的所有的工具。我们正在持续开发和提供燃料电池测试设备，与加拿大绿光创新（Greenlight Innovation）公司的合作伙伴关系进一步加强。

For truck applications, the PEM fuel cell is a technology option to provide sufficient range for an electric vehicle (EV) application. Using modular approaches, fuel cell systems of more than 300kW can be provided by using 2 fuel cell systems only, achieving sufficient driving performance for a 40t truck.

对于货车应用，PEM燃料电池能够为电动车应用提供足够里程。仅使用2个燃料电池系统即可提供300kW以上功率，采用模块化方法为40吨货车提供足够的驾驶性能。

Coming back to the competition of different powertrain solutions one thing is for sure, we have increased the complexity of powertrain.

让我们回到不同动力总成解决方案之间竞争的话题，有一件事是肯定的，动力总成的复杂性增加了。

Today, it is no longer feasible to develop such complex systems without a model based development approach using accurate simulation tools.

现如今，如果没有精确的仿真工具和基于模型的开发方法，开发这样复杂的系统已经不再可行。

Within our Integrated Open Development Platform (IODP) we bring together high precision simulation models with real time test results in order to speed up the development process and optimize the results.

在我们的集成的开放式开发平台（IODP）中，我们将高精度仿真模型与实时测试结果结合在一起，以加快开发进程并优化结果。

That way we can not only to optimize the systems, but can also make the calibration process of the operating strategy and performance much more effective. This makes dealing with a large variety of powertrain Technologies and integrating them into the vehicle substantially easier.

这样我们不仅可以优化系统，还可以使工作策略和性能的标定过程更加有效，更加便捷地处理各种动力总成技术并将其集成到整车中。

With connecting the virtual and the real development environment, the OEMs will be able to much better make use of the competition of powertrain technologies and deal with increasing complexity. In today’s challenge of combining powertrain technologies the increasing complexity can be handled much better with such an approach.

通过连接虚拟和真实的开发环境，OEM将能够更好地利用动力总成技术的竞争，并应对日益复杂的问题。当今各种动力总成技术相结合，其复杂性也在不断提高，这是一个很大的挑战，采用这种方法可以有效地应对这个挑战。

Another major driver has become autonomous driving (ADAS) in connection with Connectivity and will improve the entire transport efficiency and also defines new requirements regarding the powertrain. (Independent of the powertrain technology).

另一个主要驱动因素是互联性相关的自动驾驶（ADAS），这将提高整体运输效率，并确定有关动力总成的新要求。（独立于动力总成技术）。

Let’s just summarize:

综上所述：

From my perspective the IC engine will remain in the future and will be used in the Commercial Vehicle industry in combination with the new technologies and integration of electric components. New advanced technologies in the passenger car industry will be more aggressively in the new.

我认为，未来内燃机将依然存在于市场当中，结合新技术、集成电器元件并且持续地被应用在商用车中。在乘用车行业，新的先进技术也会不断创新。

With all technologies evolving fast and even accelerating the speed of development.

所有这些技术正在发展，而且发展速度也在不断加快。

I believe electrification is a strong element in the way forward but we have to look at the broader picture and have to assess the competing technologies and also their combinations from time to time and the different solutions we can achieve.

我相信电气化是未来发展的一个重要因素，但我们必须从更高的层面来看，必须不时地评估这些相互竞争的技术和这些技术之间的组合，以及我们可以实现的不同解决方案。

So, THE RACE IS ON!

那么，比赛正式开始！