2015 Tenth International Conference on Ecological Vehicles and Renewable Energies (EVER)

Commercial Vehicle Drive Train Technology and

Topology Pre-selection
S. Graebener, M. Tarnowski, D. Goehlich
Methods for Product Development and Mechatronics Department
Technische Universitaet Berlin
Berlin, Germany
sven.graebener@tu-berlin.de; m.tarnowski@mailbox.tu-berlin.de; dietmar.goehlich@tu-berlin.de

Abstract—Electrification of the vehicle drive train is one
proven path towards higher efficiency and lower emissions
for road transportation. Light and heavy duty commercial
vehicles account for up to 40 percent of the overall traffic
volume and therefore are an interesting area to implement
alternative propulsion systems. Contrary to passenger
cars, the auxiliary units of urban commercial vehicles can
account for a major amount of the energy consumption.
Drive train topologies incorporating these auxiliaries can
be very complex, especially if the main drive and the
auxiliary drive are interlinked. To support researchers
and developers selecting suitable concepts for further
evaluation and for them to comprehend the available
design space, this paper provides a structured
methodology introducing a morphological analysis for
commercial vehicles with energy intensive auxiliaries.
Furthermore, a structured approach is offered in order to
reduce the design space utilizing energy consumption
simulation, requirement analysis and expert interviews. In
a case study the methodology is applied to large street
sweeping vehicles in metropolitan areas.
Keywords—commercial vehicle; electrified drive
trains; morphological analysis; technology selection
methodology.
I. INTRODUCTION
Topology concepts, design and the dimensioning of
drive trains for urban commercial vehicles are important
fields of research due to consistently increasing efficiency
targets, stricter emission regulations and upcoming low
emission zones in metropolitan areas. For personal vehicle
development, electrified drive trains are considered to be a
Design Space
reliable approach to improve the overall vehicle
performance regarding the mentioned aspects. However,
few general concepts for vehicle drive trains are
differentiated in literature [1]. Operation requirements of
urban commercial vehicles, charging infrastructure and the
energy intensive auxiliaries have to be included into the
development of holistic vehicle concepts. Therefore,
simplifications are difficult. The design space for
components of commercial vehicle drive train topologies,
for example charging technologies for buses, can be
transcribed into structure trees [2]. For more complex
concept design processes, the morphological analysis is a
widely spread problem-solving approach. For instance, it
is applied to conventional personal vehicle drive train
topologies [3], electric vehicle infrastructure business
models [4] and mobile machinery drive train topologies
[5]. Designing a morphological box and decreasing the
complexity of the design space applying requirement
analysis, expert interviews and energy simulation is a new
approach in order to support researchers in the design of
innovative drive trains for commercial vehicles in urban
areas. In this paper the mentioned methodology is
introduced and applied in a short case study.
II. METHODOLOGY
The following section describes the methodology and
the utilized tools in detail. An overview on the sequence of
operations and functions can be seen in Figure 1. The key
element is a morphological box, which defines the overall
design space for commercial vehicle drive trains that are
equipped and connected to high energy demand auxiliary
units.

Design Space

Requirement Analysis
Reduced

1st Step 2nd Step Drive Train

Expert Interviews Pre-Selection Pre-Selection Compilation
Energy Simulation Quantitative Evaluation Qualitative Evaluation

Fig. 1: Drive Train Topology Design Process

978-1-4673-6785-1/15/$31.00 ©2015 European Union

 For commercial vehicles in this analysis, state of the art small production volumes. Furthermore, the auxiliary unit
drive train technologies are taken into consideration. In usually is controlled independently from the vehicle’s
order to reduce the number of possible drive train main drive and has a distinct interface.
combinations, requirements and exclusion criteria are
The upper section of the box is composed of the drive
defined utilizing recorded drive cycles, energy
train configuration, a primary drive and a secondary drive,
consumption simulation, vehicle specifications, concept
an electric charging concept, as well as the possible links
objectives and requirements from fleet operations. The
to the drive shaft. The drive train topologies in the first
reduced design space is then used to compile drive train
row and the electric charging concepts in the seventh row
topology concepts. After the completion of this process, an
are represented as described in literature. [6] The primary
evaluation of feasible topologies can follow to further
drive in the second row is defined as the main source of
narrow down the number of considered solutions and
energy to move the vehicle. The major differentiation of
derive more detailed simulation models to assess the
this approach to conventional morphological boxes lies in
specific performances.
the clustering of energy conversion machines and energy
First the morphological box for commercial vehicle storage technologies within the primary and the secondary
drive train topology design is introduced as the key drive. This can be seen in rows two and three and also in
element of the presented approach. Then various input four and five. Due to the limited possible combinations of
factors condensed as requirements for the drive train these technologies, the design space is restricted. In the
design are described as an outline. Subsequently the seventh row, the connection to the drive shaft determines
merging of the requirements and the morphological box is which drive is linked and whether an additional gear box is
shown in a two-step process. Finally, the compilation of necessary.
drive train topology concepts will be introduced.
The technologies incorporated into this morphological
A. Morphological Box box are solutions that have already been introduced to
As displayed in Figure 2, the morphological box is alternative drive train environments and proved to be
divided into two main sections, the first for the main drive operational. The lower section of the box shows one of
train and the second for the auxiliary. This proves to be a several possible auxiliary units for the vehicle. The
reasonable division, since conventional commercial necessary form of energy for the auxiliary unit is defined
vehicles for urban operation are typically subdivided into in the eighth row.
the chassis and the additional auxiliary unit because of

Drive Train Configuration Conventional Vehicle Serial Hybrid Parallel Hybrid Series-Parallel Hybrid Power-Split Hybrid Electric Vehicle
Primary Drive

Primary Motor Diesel Engine Gas Turbine Electrical Machine

Primary Energy Storage Fuel Tank Fuel Cell with Hydrogen Tank Battery
Main Drive Train

Secondary Motor None Diesel Engine Gas Turbine Hydraulic Motor Electrical Machine
Secondary Drive

Fuel Cell with

Mechanical

Mechanical
Pneumatic

Hydrogen

Capacitor
Fuel Tank
Flywheel

Flywheel
Electro-
Storage

Battery
Loaded

Energy
Spring
None

Tank

Secondary Energy Storage

Connection to the Drive Shaft Primary Motor Secondary Motor Switchover Gearbox Transfer Gearbox

Electrical Charging Concept for the Vehicle-Integrated Over-Night Opportunity Battery Swap
None
Main Drive Train Charging Concept Charging Concept Charging Concept Charging Concept

Auxiliary Unit classified by Energy Mechanical Pneumatic Hydraulic Electrical Chemical

Form (present varieties) Auxiliary Unit Auxiliary Unit Auxiliary Unit Auxiliary Unit Auxiliary Unit

Auxiliary Motor None Compressor Diesel Engine Gas Turbine Hydraulic Motor Electrical Machine
Auxiliary Drive
Auxiliary Drive Train

Energy Storage

Hydrogen Tank
loaded Spring

Fuel Cell with

Mechanical

Mechanical
Pneumatic
Fuel Tank

Capacitor
Flywheel

Flywheel
Electro-
Battery
None

Auxiliary Energy Storage

Primary Secondary
Transfer
Connection to other Drives None Other Auxiliaries Primary Motor Secondary Motor Energy Energy
Gearbox
Storage Storage
Electrical Charging Concept for the Vehicle-Integrated Over-Night Opportunity Battery Swap
None
Auxiliary Drive Train Charging Concept Charging Concept Charging Concept Charging Concept

Fig. 2: Morphological Box for Commercial Vehicle Drive Train Topology Design
 Then the auxiliary drive energy converter(s) and
possible storage(s) are clustered similarly to the primary
and secondary drive. However, a distinction consists in the
possibility of omitting an energy storage unit within the
auxiliary drive. Instead, in row four the auxiliary drive can
be linked to the energy converters or storages of the main
drive as well as to the main drive’s gear box or to other
auxiliaries. In the last row, an independent electric
charging concept for the auxiliary unit can be selected.
Overall the morphological box offers more than eight
million possible combinations. However, many
combinations do not result in feasible solutions or are
physically impractical. Therefore, the design space is
limited by default.
B. Drive Train Topology Pre-Selection
The drive train topology design process is divided into
two steps utilizing requirement analysis, expert interviews
and energy simulation [7]. In the first step, a pre-selection
based on objective facts including an evaluation is made.
From this step, the first exclusion criterions for the
morphological box are derived. Subsequently, in a second
step a pre-selection based on engineering evaluations and
strategic decisions is conducted.
1) 1st step: Pre-Selection based on quantitative Evaluation
Since electrochemical energy and its power storages
possess a much lower energy and power density than
conventional fuels, the additional weight creates a new
challenge for drive train design. In order to minimize the
increased weight, the storage systems need to be designed
according to the actual operation of the vehicle. Drive
cycle analysis is an established method to estimate a
vehicle’s energy consumption. Typically, the vehicle’s
speed profile is logged using GPS trackers [8].
Furthermore, for commercial vehicles the auxiliary
operation has to be recorded. The required total energy can
be calculated by the time-integration of the sum of driving
resistance forces multiplied with the vehicle’s speed and
the auxiliary power consumption as shown in Equation 1.
1
Etotal = [Fres v + ] dt = [( v + +
2
v2 + ( ))v +
To obtain reliable data, preliminary representative drive
cycles have to be selected by fleet operating experts. In
addition to the overall energy consumption of the trip, the
specific energy consumption within distinct operation
modes (area of operation, type of journey, etc.) as well as
the energy consumption of the auxiliary unit have to be
calculated separately. Knowing the vehicle’s minimum
requirements specified by experts and operators (e.g. gross
vehicle weight, vehicle load capacity, vehicle dimensions,
average velocities, range, operation hours, etc.), several
technologies of the specific components can be eliminated
as options within the morphological box.
2) 2nd step: Pre-Selection based on qualitative Evaluation
In the following pre-selection phase, the remaining
technology alternatives are evaluated based on qualitative
criteria. Qualitative criteria and concept specifications
such as “significant increase of efficiency”, “appropriate
complexity for small volume productions”, “Technology
Readiness Level (TRL) above 6 (prototype demonstration
in a relevant environment)”, “full-electric driving option”
or “regenerative breaking option” can be judged by experts
and taken into account in the second pre-selection step.
C. Drive Train Topology Compilation
In the final step of the overall process the reduced
design space is used to compile all conceivable drive train
topology concepts. Components from each row are to be
selected consecutively and linked to their predecessor,
beginning at the top of the box. Once the drive train
configuration is selected, the primary and secondary drives
need to be chosen. Within the design space of the
morphological box thickened lines around the energy
converters and storages create clusters of possible drive
combinations. For example, if an electrical machine is
chosen as a primary drive, only the two energy storage
options below within this specific block can be selected.
Another specific feature of the box consists in the
possibility of selecting and implementing more than one
component from a row into the topologies. For instance, if
an auxiliary unit is powered by an electro-hydraulic drive,
both, an electric machine and a hydraulic motor need to be
included and linked. Once the drive train topology concept
is compiled, it can be transferred into a block diagram.
III. APPLICATION / CASE STUDY
To illustrate the operating and the applicability of the
methodology and tools, an alternative drive train topology
pre-selection is conducted for a heavy-duty street
sweeping machine operating in a metropolitan area. The
vehicle is subject to severe urban and sub-urban
conditions, travelling at low speed and employing
auxiliaries with high energy demands. The main
] dt (1) specifications of the vehicle and the specific energy
consumption for the different operation modes of a
representative drive cycle are displayed in Table 1 and
Figure 3.
TABLE 1: SPECIFICATIONS HEAVY-DUTY STREET
SWEEPING MACHINE
Vehicle Parameter Requirement
Vehicle gross weight < 15 000 kg
Vehicle load capacity 5 500 kg / 5 m³
Vehicle range > 80 km x 2 (2-shift operation)
Operation hours > 7,8 h x 2 (2-shift operation)
Vehicle dimensions (L x W) < 6.85 m x 2.35 m
 80 electrical driving, it can be concluded that the secondary
Energy Consumption [kWh]

70 Energy consumption drivetrain

60
50
40
30
20
10
0
Outward
journey
Fig. 3: Energy consumption of a street sweeping machine
1) Pre-Selection based on quantitative Evaluation
The total driving energy consumption for the recorded
representative drive cycle is 124 kWh, neglecting losses
and regenerative braking. An additional 198 kWh are
required for the auxiliary unit during the two shift
operation. Assuming a specific energy density of
150 Wh/kg for Li-Ion batteries, the battery cells to satisfy
the consumption of driving would have to have a
minimum weight of 830 kg. If the battery is swapped at
the end of each shift, the weight of the battery pack could
be reduced to approximately 415 kg. Presuming specific
costs of 500 €/kWh, battery costs for this scenario would
be around 62 000 € [9]. Therefore, full electric concepts
and the implementation of an electrical machine as
primary drive would not be taken into further
consideration due to the additional weight and cost. These
options are therefore discarded within the morphological
box, which is illustrated in Figure 4. Due to the request for
Energy consumption auxiliary
drive has to be electrified.
Regenerative braking potential
2) Pre-Selection based on qualitative Evaluation
Break The gas turbine as a primary drive motor is only
applicable in a serial hybrid concept due to the low partial
load efficiencies and poor dynamic behavior [10].
Sweeping Transfer Transfer Sweeping Return Therefore, it is not taken into consideration for the main
journey
drive. Hydrogen fuel cells do not meet the TRL level
required for the application, hence are not taken into
account as an option for the primary drive. The possibility
of emission-free driving and the electrification of the drive
train are key objectives in the development phase for the
vehicle concept. Thus, the secondary drive has to be
equipped with an electric motor and electric storage
system. For spring energy storages, mechanical and
electro-mechanical flywheels no applications for heavy-
duty vehicles are known. Therefore, the development
efforts would be significantly higher and should be
discussed with vehicle experts before application.
The drive train configurations “combined hybrid” and
“power-split hybrid” do not comply with the TRL ‘level 6’
considering the operation as an urban heavy-duty vehicle.
In addition, they do not match the criteria of manageable
complexity for low volume productions. The auxiliary unit
of a sweeping machine usually requires hydraulic energy.
The auxiliary drive therefore needs to incorporate a
hydraulic motor. However, a second motor can be selected
and linked to the hydraulic one.

Drive Train Configuration Conventional Vehicle Serial Hybrid Parallel Hybrid Series-Parallel Hybrid Power-Split Hybrid Electric Vehicle
Primary Drive

Primary Motor Diesel Engine Gas Turbine Electrical Machine

Primary Energy Storage Fuel Tank Fuel Cell with Hydrogen Tank Battery
Main Drive Train

Secondary Motor None Diesel Engine Gas Turbine Hydraulic Motor Electrical Machine
Secondary Drive

2nd Step Pre-Selection Elimination

1st Step Pre-Selection Elimination
Fuel Cell with
Mechanical

Mechanical
Pneumatic

Hydrogen

Capacitor
Fuel Tank
Flywheel

Flywheel
Storage

Electro-
Battery
Loaded

Energy
Spring
None

Tank

Secondary Energy Storage

Connection to the Drive Shaft Primary Motor Secondary Motor Switchover Gearbox Transfer Gearbox

Electrical Charging Concept for the Vehicle-Integrated Over-Night Opportunity Battery Swap
None
Main Drive Train Charging Concept Charging Concept Charging Concept Charging Concept

Auxiliary Unit classified by Energy Mechanical Pneumatic Hydraulic Electrical Chemical

Form (present varieties) Auxiliary Unit Auxiliary Unit Auxiliary Unit Auxiliary Unit Auxiliary Unit

Auxiliary Motor None Compressor Diesel Engine Gas Turbine Hydraulic Motor Electrical Machine
Auxiliary Drive
Auxiliary Drive Train

Energy Storage

Hydrogen Tank
loaded Spring

Fuel Cell with

Mechanical

Mechanical
Pneumatic
Fuel Tank

Capacitor
Flywheel

Flywheel
Electro-
Battery
None

Auxiliary Energy Storage

Primary Secondary
Transfer
Connection to other Drives None Other Auxiliaries Primary Motor Secondary Motor Energy Energy
Gearbox
Storage Storage
Electrical Charging Concept for the Vehicle-Integrated Over-Night Opportunity Battery Swap
None
Auxiliary Drive Train Charging Concept Charging Concept Charging Concept Charging Concept

Fig. 4: Morphological Box for Commercial Vehicle Drive Train Topology Design after Pre-Selection Phases 1 and 2
 An energy storage unit is to be chosen according to the
clustering of the auxiliary drive. However, there is the
deviation to the main drives that an energy storage unit can
be omitted. In that case, a link to the main drives needs to
be incorporated. In conclusion, the resulting design space
of the auxiliary drive train is similarly significantly
reduced as the one of the main drive.
3) Drive Train Topology Compilation
Considering the reduced design space, multiple
topology combinations remain and can be compiled.
Exemplarily, the compilation of a serial hybrid with a
Diesel as primary and an electric machine as secondary
motor as well as the drive shaft connected to the secondary
motor is shown in Figure 5.
Drive Train Configuration
Primary Drive
Figure 6 displays a detailed block diagram of the selected
topology.
IV. DISCUSSION / CONCLUSION
The application of the methodology on a street
sweeping machine demonstrates that the morphological
analysis is a powerful tool. It provides a structured
approach for designing electrified drive train concepts for
commercial vehicles. The morphological box comprises
and displays the complete solution space. In combination
with the proposed two-step pre-selection and the
compilation process, the most feasible designs can be
identified. Especially when working in interdisciplinary
teams, including the vehicle operators as experts, this
methodology proves to be effective. Customer
Conventional Vehicle Serial Hybrid Parallel Hybrid requirements can be integrated into the early concept
phase of vehicle development. In a consecutive step, a

Primary Motor Diesel Engine

value benefit analysis is recommended in order to further

Primary Energy Storage Fuel Tank
Main Drive Train

Secondary Motor Electrical Machine

Secondary Drive

narrow down the number of conceived concepts. Then an

Fuel Cell with
Hydrogen

Capacitor
Battery

Tank

Secondary Energy Storage

Connection to the Drive Shaft Primary Motor Secondary Motor Transfer Gearbox
embodiment design of the drive train components
Electrical Charging Concept for the
Main Drive Train
Vehicle-Integrated
Charging Concept
Over-Night
Charging Concept
Opportunity
Charging Concept
Battery Swap
Charging Concept
considering performance, fleet operation, ecological and
Auxiliary Unit classified by Energy
Form (present varieties)
Hydraulic
Auxiliary Unit
Electrical
Auxiliary Unit economic factors is to be conducted.
Auxiliary Motor Diesel Engine Gas Turbine Hydraulic Motor Electrical Machine
Auxiliary Drive
Auxiliary Drive Train

ACKNOLEDGMENT
Hydrogen Tank
Fuel Cell with

Capacitor
Fuel Tank

Battery
None

Auxiliary Energy Storage

Connection to other Drives None Primary Motor Secondary Motor

Primary
Energy
Secondary
Energy
Transfer
Parts of this research work have been conducted within
the “Research Campus EUREF – Mobility2Grid” initiative
Gearbox
Storage Storage
Electrical Charging Concept for the Vehicle-Integrated Over-Night Opportunity Battery Swap
None
Auxiliary Drive Train Charging Concept Charging Concept Charging Concept Charging Concept

sponsored by the German federal ministry of education

Fig. 5: Morphological Box for Commercial Vehicle Drive Train and research.
Topology Design after Compilation
REFERENCES
The cluster of the primary drive compels the selection
of a fuel tank. For the secondary drive, the cluster offers [1] T. Hofman, M. Steinbuch, R. van Druten and A. Serrarens, “Parametric
Modeling of Components for Selection and Specification of Hybrid
the choice of a battery, a fuel cell with hydrogen tank and Vehicle Drivetrains” The World Electric Vehicle Association Journal,
a capacitor as energy storage. For this particular vol, no. 1, pp. 215-224, 2007
illustration a battery system has been selected. [2] D. Goehlich, A. Kunith and T. Ly, “Technology assessment of an
electric urban bus system for Berlin”, Urban Transport 2014 Conference,
Furthermore, for this concept vehicle two charging Algave, Portugal, 2014
concepts are supposed to be incorporated, a vehicle- [3] H. Naunheimer, B. Bertsche, G. Lechner, J. Ryborz, and W. Novak,
integrated and an over-night charging concept. This is an “Fahrzeuggetriebe: Grundlagen, Auswahl, Auslegung und
example for the possible selection of multiple components Konstruktion”, 2nd ed. Berlin: Springer, p. 142, 2007
from one row. [4] K. Mattes, C. Lerch, M. Schroeter and K. Phan, “Working Paper
Sustainability and Innovation”, Fraunhofer ISI, No. S 2/2011
Auxiliary Unit [5] P. Thiebes, “Hybridantriebe für mobile Arbeitsmaschinen”, Karlsruhe:
Electrical Hydraulic KIT Scientific Publishing, 2012
Machine Motor
[6] L. Guzzella, A. Sciarretta, “Vehicle propulsion systems”, 2nd ed. Berlin,
London: Springer, 2007
[7] T. Knoke, “Entwurf und Betrieb hybrid-elektrischer Fahrzeugantriebe
am Beispiel von Abfallsammelfahrzeugen”, Aachen: Shaker Verlag,
Diesel Electrical Electrical 2011
Fuel Tank
Engine Machine Machine [8] T. Ly, S. Graebener, D. Göhlich, “Evaluation of independent sensor
Clutch systems for accurate drive cycle determination”, VPPC 2014
Conference, Conference Proceedings, 2014
Battery Traction [9] A. Thielmann, A. Sauer, R. Isenmann and M. Wietschel, “Technologie-
Roadmap Energiespeicher für die Elektromobilität 2030”, Fraunhofer
Fig. 6: Block Diagram of a Serial Hybrid Drive Train Concept ISI, No. 5, 2012
[10] P. A. Dellenback, “Improved Gas Turbine Efficiency Through
Because of operating premises, the auxiliary drive Alternative Regenerator Configuration”, J. Eng. Gas Turbines Power,
vol. 124, no. 3, p. 441, 2002
requires a hydraulic motor which is powered by an
electrical machine. This machine is supplied with energy
from the secondary energy storage of the main drive train.