From 12+12V to 48V: a new road map for hybridization

Transcription

Powertrain Systems
From 12+12V to 48V: a new
road map for hybridization
Dr. Ing O. COPPIN - Valeo Powertrain Systems - France
May - June 2016
Engine Expo 2016 - Stuttgart
Property of Valeo – Duplication Prohibited
May - June 2016 I 1
Agenda
1
Drivers for Hybridization
2
12+12V & 48v mild hybrid functions
3
Introduction to Boosted Hybrid
4
Hybridization effects on Nox emissions
5
Electrical board net modular architectures
6
Components modularity
7
12+12V & 48v extending Road-Map
8
Conclusion
May - June 2016 I 2
Driver for hybridization : CO2 regulations
Main Issue of Hybrid / Electric: COST!
12000
Cost of Powertrain (€)
48V Systems
10000
China 2020 (cars only):106
8000
6000
12V Systems
4000
2000
0
Gasoline STT Diesel STT
Gasoline
12+12V
Gasoline MH
48V
Gasol. Mild
100V
HEV 300V
PHEV 10km PHEV 40km
BEV
REX
Diesel today just represent the upper limit customers are willing to pay  To develop in mass-market,
Hybrids need to be cheaper : Why 12V+12V and 48V make sense
May - June 2016 I 3
Hybrid functions
Functions
Stop & Start
Extended SST & Coasting
Energy recovery
Supply board net
Torque assist
Boost
HV
48V
12+12V
12V
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May - June 2016 I 4
Alternative Boosting : efficiency analysis
Mechanical supercharger
Electrical supercharger
17,4
100 > 100
100 > 82,6
High mechanical losses, only 82% of
generated torque goes to the wheels
No Mechanical losses. 100% of the generated torque
is transferred to the wheels
With e-Supercharger there is no friction while boosting.
Energy is free while recovered during braking
May - June 2016 I 5
Interest of alternative boosting
Hybrid system
25 kW
Electrical supercharger
25kW
To get 25kW on the wheels, need ~25
kW from the e-motor.
With 300Amps limit , 100V necessary
5 kW
25kW
To get 25kW on the wheels, need ~5 kW
on the air thanks to combustion COP.
With 300Amps limit , 48V is far enough
With e-Supercharger there is fundamentally efficiency benefit linked to combustion COP
For the same power at wheels, the hybrid voltage can be reduced from high voltage to 12 or 48V: The electric
system, including batteries, is then far cheaper.
May - June 2016 I 6
Electric Supercharger = instantaneous response
26
24
BMEP (bar)
22
Electric
supercharger after
0.5s
Turbo engine
Turbo after 2.0s
20
18
Turbo after 1.0s
16
Turbo after 0.5s
14
12
Naturally aspirated engine
10
8
500
1500
2500
3500
Engine speed (RPM)
4500
5500
6500
The higher the downsizing, the longer the turbo lag @ low RPM. The turbo is unable to compensate the
lag. Response time is the key parameter
May - June 2016 I 7
Electric Supercharger – 3 main application fields
More Power
Audi RS5 TDI 386HP
Volvo eDrive 450HP
48V
Less pollutants
Better Fuel Efficiency
Valeo NA Democar 8% FE
Ricardo HyBoost 20% FE
Valeo-FEV : Euro6 w/o SCR
12V
Diesel
May - June 2016 I 8
Electric Supercharger - Various Applications
Allows downspeeding
without response drawback
(Valeo Democar 8% Fuel economy)
Allows Miller Cycle
operations on NA engine
Allows extreme downsizing
(Suralhy Democar & Ricardo’s HyBoost
DemoCar 20% Fuel economy better
performances)
Allows
boosted EGR
Allows low cost
hybridization while coupled
with regen system (Kia’s “T-
Allows exceptional
accelerations on premium
sporty vehicles (Audi RS5, Acura
Hybrid” concept in Paris 2014)
NSX)
Allows Clean Diesel
without SCR
Allows enhanced
cylinder
disconnection
May - June 2016 I 9
NOx emissions reduction with iBSG – Valeo Internal study
C-Segment MPV (1430kg), 1.6L Diesel,
6-Speed MT, no Stop&Start
Simulation estimates (warm start)
Possibility to tune iBSG
between CO2 and NOx
Acceleration scenario with torque assist
-25%*
-80%*
NOx emissions
Fuel consumption
Speed
30 to 60km/h at 2m/s², in 3rd gear
Benefits from electric assistance
(belt starter-generator used at max. torque):
BSNOx
CO2 / NOx benefit [%]
30
Optimization tradeoff: 90% CO2 – 10% NOx
10.00
CO2 benefit [%]*
NOx benefit [%]*
24.0
20
10
20.3
14.5
15.8
6.8
3.2
0
NEDC
WLTC
RDE-like
NOx emissions variation [%]*
Driving cycles
Reduction of engine high load operation
by electric assistance
Possibility to tune CO2 /
NOx Tradeoff
Improved vehicle response
Engine operated in low NOx regions
RDE-like cycle
0.00
Conv.
-10.00
iBSG – NOx
optimized
-20.00
-30.00
-40.00
-5
-2.5
0
2.5
CO2 emissions variation [%]*
* Valeo estimate, non contractual data, pending applications, will vary per vehicle application
May - June 2016 I 10
5
NOx emissions reduction with eSC - Valeo based on FEV / Valeo study
Engine 2.0L Diesel,
Simulation estimation
Context: During transient, NOx emissions increases due to the lack of fresh air.
By instantaneously increasing the air flow, the eSC lower the NOx increase in transient.
BMEP [bar]
Air Mass Flow
Simulation conditions:
Engine Configurations:
No eSC
No eSC
No eSC
eSC electric Power: 1.2 kW; 1.8 kW; 3 kW & 5 kW
Test conditions:
eSCs
eSCs
From 2 to 10bar BMEP @ 1500rpm
EGR rate: from 50 to 28%
Delta = 100 K
No eSC
FEV estimation : 10%~20% Nox reduction
eSCs
Results will vary depending on application
Results: eSC increases the air flow during transient. It improves the performances AND reduces the temperature increase (-100°C
in this case) which is one main factor on the NOx production
* Valeo estimate, non contractual data, pending applications, will vary per vehicle application
Board net requirement : 48V Dual Battery example
Regen/Boost 48V Network
DC/DC converter
2,5kW
Reversible
StarterGenerator
10-12kW
Regen
Boost
Stabilized 12V Network
12V loads
48V loads
12V Lead acid battery
12V + 48V Basic Set
48V battery pack (Li-ion)
2 batteries : allows engine stop and address safety issues
Dual battery required for regen and boost (coasting compatible)
One battery dedicated to safe network (sensitive loads)
One battery dedicated to high current managing (regen & boost)
Each battery specification adapted to its own use
Electrical board net : modular building 12V -> 48V
12V “regen” network
Reversible Machine
Starter + Alternator 12V
Starter
12V
Battery 1
12V “clean” network
Optional
Piloted switch
12V NON
Sensitive
Loads
12V
Sensitive
Loads
12V
Battery 2
12V + 12V Basic Set
Reversible Machine
Starter + Alternator 12V
Starter
12V
Battery 1
Optional
Piloted switch
12V NON
Sensitive
Loads
eSC
12V + 12V Extented Set
DCDC
48-12 V
12V
Sensitive
Loads
12V
Battery 2
12V
Sensitive
Loads
Reversible Machine 48V
12V + 48V
48V
Battery
48V NON
Sensitive
Loads
12V
Battery
eSC
Starter
Electrical board net : 48V modular building
DC/DC converter
2,5kW
Reversible
StarterGenerator
10-12kW
Regen
Boost
12V loads
48V loads
12V + 48V Basic Set
DC/DC converter 2,5kW
Reversible
StarterGenerator
10-12kW
Active
susp.
PTC
Regen
Boost
Electric
supercharger
Heated WS
12V loads
Electric AC
compressor
12V + 48V Extended Board net
Emachines & Electronics Building Blocks overview
12V
Hyb
Arch
48V
300V
Belt
Belt
Beltless
Belt
Beltless
(P1)
(P1)
(P3) Gearbox (P4) Driveline
Motor
Motor
(P1)
(P3) Gearbox (P4) Driveline
Motor
Motor
Rotor
Type 1
Type 1
Type 1
Type 2
Type 2
Type 2
Type 2
Type 2
Stator
Type 1
Type 1
Type 2
Type 2
Type 2
Type 2
Type 3
Type 3
Power
module
Type 1
Type 2
Type 2
Type 2
Type2
Type 3
Type 3
Type 3
Inverter
Type 1 air
cooled
Type 2 air
cooled
Type 2
Air/water
cooled
Type 2
Oil cooled
Type 2
Oil cooled
Type 3
Air cooled
Type 3
Oil cooled
Type 3
Oil cooled
12+12V & 48V Potential Road Map
First 12V application : Stop & Start
48V mild hybrid : more power and more energy available
First and easier step : belt e-machine.
% CO2 Reduction
Systems CO2 gains / cost position
80
70
60
50
40
30
20
10
STT
0
system cost
An extension to the 12V field : 12+12V gateway to hybrid functions and coasting
% CO2 Reduction
80
70
60
50
40
30
20
10
STT + Regen + Coasting
0
system cost
A better cost / CO2 gain ratio than high voltage systems
48V : An increasing potential with boosted hybrid and power devices electrification
A continuous extension : accessories electrification, P3/P4 hybrid architectures, new concepts….
% CO2 Reduction
80
70
60
50
40
30
20
10
0
system cost
Conclusion
Hybridization: a necessity for CO2 reduction
Cost is always a driver :
China 2020 (cars
only):106
Affordable cars require simpler / cheaper solutions
i-Stars
12V Battery 1
Modular Electric Architectures & topology as way to reduce integration cost
Start
er
Extended 12V & 48V mild hybrid systems address basis hybrid functions and allow
superior fuel economy for best value equation
100
50
Boosted 12+12V & 48V hybrid with electric supercharger
0
Extended downsizing and downspeeding
New turbo matching field (turbo lag)
Pollutants reduction
Fun to drive / high power engines
12V Battery 2
(AGM/NiMH)
12V Sensitive loads
Scalable solutions for CO2 reduction level adaptation
12V NON Sensitive loads
Piloted
switch

From 12+12V to 48V: a new road map for hybridization

Transcription

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