alternative propulsion systems challenges and ... · source: kücükay, f. • full hybrid...

Alternative Propulsion Systems –

challenges and opportunities for small and medium sized vehicles

Markus Bichler

Advance Development – Hybrid-/EV-Powertrain

MAGNA Powertrain / Project House EU

A3PS Conference 2011 – Eco Mobility, 15th and 16th November 2011 / Austria Center Vienna

Rainer Schruth

Advance Development – Sustainable Propulsion

MAGNA Steyr Fahrzeugtechnik

A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited

Economy

1. Shortage

of raw material

3. Environmental impacts

4. Globalization

8. Urbanization / Megacities

9. New forms of mobility

Mobility

2. Limited fossil fuels

5. Virtual Digital Lifestyle

6. Demographic change

7. Individualization

Society

New demands

for politics

and society

Global Megatrends


Future Legal Requirements

European Union

• 130g/km in 2015 (43 mpg)

• 95g/km in 2020 (58 mpg)

• Local CO2 taxation

• Increasing gasoline prices

Japan

• 23% CO2 1995 2010

• 29% CO2 2010 2015

China

• 6.9l/100km in 2015 (34 mpg)

• 5.0l/100km in 2020 (47 mpg)

Australia

• 17% 2003 2010

Brazil

• Low tax on E100

California

• 40% mpg 2009 2011

• 80% CO2 reduction by 2050

• ZEV, PZEV rules

US Federal

• 35.5 mpg by 2016

• Gasoline $3/gallon

Canada

• Green levy

• 6.6l/100km (35.5 mpg) in 2016

• Quebec; 34.7 mpg in 2016

Source: GM, Hancock, 2010


Emissions

CO2 Reduction Emotionality

Fuel consumption Comfort

Sustainability

Driving dynamics

Weight reduction

TCO

Emissions and CO2 as main driver –

attractiveness and emotionality as base

Powertrain Requirements


Approaches for CO2 reduction

Potentials CO2 Reduction

62-69 %

Thermodynamic losses and

friction

4-17 %

Losses due to driving

behaviour

2-6 %

Braking losses

5-6 %

Drivetrain losses

4-7 %

Losses due to

rolling resistance

Only 15-20 % of the

total energy are

used for propelling

the vehicle

3-11 % Aerodynamic

losses

100 %

20 %15 %

Source: Frost & Sullivan


0

20

40

60

80

100

120

140

160

Additional Cost € for 1% CO2 Reduction

Source: Wallentowitz

Mild

Full

Micro

Measures for CO2 reduction


Power source for Propulsion

– Varying degrees of electrification

– Source of electricity

Co

nven

tio

nal V

eh

icle

Mic

ro H

yb

rid

Mild

Hyb

rid

IC Engine

Fu

ll H

yb

rid

eMachine

Battery

Ba

tte

ry E

lec

tric

Ve

hic

le

Fu

el C

ell

Ve

hic

le

Ra

ng

e E

xte

nd

ed

Ele

ctr

ic V

eh

icle

IC

En

gin

eS

eri

es

Hyb

rid

Battery

eMachine

Fu

el

Ce

ll

Source of Power for PropulsionIC Engine eMachine

Source of

electricity


Source: CSM, Frost & Sullivan and MPT Analysis

Mild Hybrid___________________________

911,000 - Global

743,000 – Asia

30,000 – NA

139,000 - EUR

Full Hybrid______________________

4,786,000 - Global

2,022,000 – Asia

1,490,000 – NA

1,275,000 - EUR

BEV / FCV_____________________

969,000 - Global

511,000 – Asia

106,000 – NA

350,000 – EUR

0.8% 4% 0.9%

Regional Mkt

% of total in 2020

2020 Global Vehicle Market – 117,000,000

• Power-split transmission

• 2Mode

• Thru the Road – eRAD

• Serial Range Extended

Micro Hybrid___________________________

24,270,000 - Global

6,420,000 – Asia

485,000 – NA

17,300,000 - EUR

• eDrive

• Fuelcell

• Wheel motors

• ISAD – Integrated

Starter/Generator Device

• BAS+

• Stop / Start

• BAS – Belt Alternator Starter

• Combustion restart

21%

Global hybrid & electric vehicles sales 2020


HYT – Hybrid Transmission: Benefits and Basic Idea

• Benefits of different transmission concepts– AT: torque converter effect

– CVT: free selection of ICE operating point

– AT/DCT: changing gears w/o torque interruption

– AT/DCT: use stepped gears to improve efficiency

– HYBRID: cover full range of hybrid operation modes(pure el. drive, boost, recuperation)

– HYBRID: minimize machine size/maximize utilization

• Basic Idea – Focus of investigations– Combination of epicyclic gearset as power-split device with

automated transmission

– Several fixed gear ratios for different driving modes(urban – interurban – highway)

– Smart actuatorics; shifting of modes possible without drag force interruption

– Non co-axial design (target FWD use)

– Transmission layout: two input/one output

Primary Concepts


HYT – Hybrid Transmission: System Features

Source: Kücükay, F.

• Full hybrid functionality

Start / Stop, Boost, Recuperation, Load Point Adaption, Electric launch,

Electric driving (depending on installed ESS)

• Enhanced efficiency:

Increase power transfer from ICE via mechanical path

Decrease power transfer via less efficient electrical path

High efficiency due to discrete gear ratios / driving modes (at constant speed)

Optimized adaption to tractive power hyperbola

• Customer benefit

– Fuel efficiency and reduced CO2

– Electric drive experience

– Improved comfort / eCVT functionality up from standstill

• Challenge Cost-competitiveness

– Reduced electric component size / power, highly integrated

– Optimized cost-ratio between mechanic and electric components

– “Simple” mechanics within transmission


HYT – Hybrid Transmission: Concept

ICEDisc

Clutch

PlanetaryGear Set

(Power split)

1st

Sub-Gearbox

2nd

Sub-Gearbox

Differential

1st

ElectricMotor

2nd

ElectricMotor

Dual Input Shaft Gearbox Layout Electrical Extension Unit

• Mechanics– Non co-axial design (target FWD use)

– Two input/one output arrangement (four speed)

– No fixed gears on the output shafts

– No reverse gear set electric drive (opt.)

– The two input shafts of the transmission and the ICE are connected using a double planetary gear set

– Lock-up clutch

– Shifting via dog clutches w/o synchronization

• Electrics– Two electric machines (motor/generator)

– A first machine (EM1) is connected to the hollow shaft carrying the sun and the odd gears (1,3) and is geared to transform it to high speed level

– A second machine (EM2) is connected to the solid shaft carrying the double planetary carrier and the even gears (2 and 4) and is also geared to transform it to high speed level

– Therefore it will be possible to use the next generation of high speed electric motors

Diff.

1.2. 3.4.

EM1

EM2

ICE


ICE – Basic gasoline engine characteristic:

Pmax, ICE= 70 kW @ 6000 rpm

Mmax,ICE= 140 Nm @ 3000 rpm

Vehicle:

mVeh = 1650 kg

rdyn = 0,307 m

cx = 0,32

A = 2,22m²

HYT 4speed

HYT 2speed

0

10

20

30

40

50

60

70

0

10

20

30

40

50

60

70

80

90

100

110

120

130

0 2000 4000 6000 8000 10000 12000

Po

we

r

Torq

ue

Speed [min^1]

Electric Motor - Characteristic Curves

M_peak [Nm] M_cont. [Nm]

P_peak [kW] P_cont. [kW]

EM – Standard electric motor characteristic:

Ppeak = 35 kW @ 3500 rpm (30s)

Pcont = 20 kW @ 3500 rpm

Mpeak = 95 Nm @ 3500 rpm

Mcont = 54 Nm @ 3500 rpm

HYT – Hybrid Transmission: Concept


HYT – Driving Mode: Conventional in 1&2

Conventional 1. & 2. eCVT 2. Conventional 2. & 3.

Power/ torque (partly or complete) is used to

vehicle propulsion

Power / torque is used to electric energy recovery

Synchronization process of the shifting parts.

• Mechanics– 1st and 2nd gear engaged at same time

– This eliminates the DOF of the planetary gear set

– The total ratio is determined by 1st and 2nd gear ratio and the planetary gear set ratio

– Lock-up clutch engaged

– Boost with all power sources at once!

• Electrics– Two electrical machines are not used for driving

– The machines are rotating in a given speed ratio

– With separately excited synchronous machines SSM there is no electric energy necessary to keep the machines in sailing state. This motor technology provides the possibility to shutdown the electric machine completely. There is no drag torque produced by the electric motors

• Modes– Conventional - Generator

– Boost

– Pure electric drive (clutch engaged or disengaged)

– Recuperation

Diff.

1.2. 3.4.

EM1

EM2

ICE


Power/ torque (partly or complete) is used to

vehicle propulsion

Power / torque is used to electric energy recovery

Synchronization process of the shifting parts.

Conventional 1. & 2. eCVT 2. Conventional 2. & 3.

Conventional

1. & 2.eCVT 2.

Conventional

2. & 3.

• Mechanics– 1st gear shifted to 3rd gear

– In interim condition no engagement which allows for one DOF of the planetary gear set

– 2nd gear continuously engaged

– As soon as the synchronous speed for engagement of 3rd gear is reached the shifting clutch is engaged

– This requires a speed control of ICE and EM1

– Lock-up clutch engaged

• Electrics– First electrical machine EM1 used for supporting the

planetary gear set (generator mode)

– Second electrical machine EM2 can be used for additional driving (motor mode)

• Modes– During shifting: eCVT

– Before and after shifting: Conventional

Diff.

1.2. 3.4.

EM1

EM2

ICE

Diff.

1.2. 3.4.

EM1

EM2

ICE

HYT – Driving Mode: Conventional / Shifting 1&2 to 2&3


MEA – Modular Electric Axle: Classification

Peak Power

Class I

15 - 35 kW

Class II

35 - 60 kW

Class III

60 - 110 kW

Cont. Power Up to 20kW Up to 35kW Up to 70kW

Nominal voltage level 150V - 360V 200V – 360V 360V - 400V

Peak Motor Torque 140Nm 240Nm 320Nm

Application Hybrid

EV

Plug in Hybrid

EV

FC

EV

Features Optional

disengage clutch

Optional

Integrated

parking pawl

Gear ratio

6:1 to 14:1

Motor diameter 145mm

Optional

disengage clutch

Optional

Integrated

parking pawl

Gear ratio

6:1 to 11:1


Integrated

parking pawl

Gear ratio

6:1 to 11:1



Full Hybrid Retrofit Solution for A/B Segment

fro

nt a

xle

belt driven

front e-drive module

electrical rear axle

module (MEA)energy storage (Li-Ion)power electronics module

AC AC

DC

E-m

oto

r

1.2l 8V

44 kW HV

complete vehicle

integration

rea

r a

xle

HV

AMT TC

U

E-m

oto

rhybrid control unit

Hybrid Control Unit

(HCU)

ICE

EC

U

BM

S

• Demonstrator showing MAGNA competence in hybrid vehicle development

for very small and low budget car segment

• Modular hybrid topology with scalable components (e.g. MEA)


Geometrical Integration of the components

Modular, scalable concept

with minimal changes

at a mass produced vehicle

Belt-driven starter-

alternator

Rear axle gearbox

Highly integrated Li-Ion battery and power electronics

Integration rear axle module

http://www.eldor.it/


eRAD – electric rear axle drive

• Integrated motor/gearbox and separated inverter

• Coaxial layout with 2-stage planetary gear set

(ratio 9.16)

• Electro-mechanic axle disconnect device with

integrated ECU and dog clutch for reduced spin

losses

• 3-phase AC brushless Interior Permanent Magnet

Motor (180mm diameter)

• Power/Torque

50kW/200Nm Peak – 30 sec duration

20kW/90Nm Continuous

• Liquid-Cooled for high continuous power

(6l/min. @ 65ºC inlet)

• Mass 48 kg

Through The Road Hybrid:

Enhanced performance and (electronically

distributed) All-Wheel Drive functionality

(eAWD), boost and recuperation, electric

driving capability


eHub – electric wheel hub drive

• Electric wheel hub drive for hybrid vehicles (Add-on eAWD) or as main drive for electric vehicles

• Components: electric motor, inverter and controller, gearbox and housing

• Power classes

- Lower power class: 10-15KW, 400Nm

- Medium power class: 20-30KW, 600Nm

• Depending on the application, different motor technologies are available

• Liquid- and/or ail-cooling (application-specific)

• Integration in front- or rear axle module

• Design focusing on weight reduction, robustness and efficiency


Final Remarks

• Hybridized vehicles are an answer for near future requirements

• Only modular and flexible solutions for mass produced vehicle platforms

have the chance for a positive business case

• Hardware and Software solutions have to be modular and easily adaptable

for all possible propulsion concepts

• MAGNA realized highly integrated solutions for small to large sized vehicles

with intelligent software

• The “retrofit” solution is an affordable and attractive answer for sustainable

mobility in the near future

• Micro / Low Hybridization is an essential contributor for the next decades

HySUV™ Mila EV


Project House EU – FFG Headquarter


Contacts

Markus BichlerHybrid-/EV- Powertrain

MAGNA Project House EU

MAGNA Powertrain AG & Co KGIndustriestraße 35

8502 Lannach, Austria

Mobile: +43-664-80444-3030e-mail: [email protected]

Rainer SchruthAdvance Development

Sustainable Propulsion

MAGNA Steyr Fahrzeugtechnik AG & Co KGLiebenauer Hauptstraße 317

8041 Graz, Austria

Mobile: +43-664-8840-6098e-mail: rainer [email protected]

Thank you for your attention!

mailto:[email protected]




alternative propulsion systems challenges and ... · source: kücükay, f. • full hybrid...

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