Business Unit `Hybrid Electric Vehicles`

Transcription

BU HEV
Electrical Traction Drives:
HEV E-Drive Development and Products
Gifhorn; 29.11.2012
Overview
Market Drivers ‘EMobility’
Business Unit ‘Hybrid Electric Vehicles’
Base Information ‘E-Drive Development’
EVehicle Concepts
− Requirements / Motivation / Architecture
Continental Axle Drive with SM
− Design Concept / Dimensions / Performance / PM and IM Variant
48V Belt driven Alternator Starter System (BSG)
− System Approach / System Parameter / Design Options
Continental BSG (based on Series Product)
− Design Concept / Dimensions / Performance
Division Powertrain
Business Unit Hybrid Electric Vehicles
2 / Dr. W. Hackmann / 2012-11-29 / © Continental AG
Market Drivers ‘EMobility’
Division Powertrain
Clean Power: Key Drivers
Legislation New Emissions Legislation
§
Legislation Low CO2 and Reduced Fuel
Consumption (EU)
exhaust gas emissions
PM
US Tier2
Bin5
NOx
EU5
Sept. 2009
Phase II
Jan. 2010
in g/km
160
CO
National
Jan. 2010
130
HC
95
70
Phase III
Jan. 2013
EU6
Sept. 2014
Market Limited Fuel
2006
2012
2020
2025
Market Increasing Traffic
Availability of fossil fuels
is limited – “Peak Oil”.
Within the transportation sector the
consumption of fuel will increase
55% by 2030.
Division Powertrain
CO2 Objectives: Worldwide Convergence
CO2 emissions equivalent for NEDC test in g CO2/km
260
USA
255g
240
227g
220 210g
China
200
180
USA
proposed
South Korea
187g
166g
169g
168g
160g
160
140
199g
European Union
157g
140g
153g
130g
Japan
120
California,
proposed
125g
140g
European Union
proposed
100
95g
80
2002
2004
2006
2008
2010
2012
2014
Source: Passenger Vehicle Greenhouse Gas and Fuel Economy Standards: A Global Update, ICCT. March 2010 update.
Division Powertrain
2016
2018
2020
Improvement of Combustion and Hybrid Electric Vehicles
CO2
Reduction
Rangeextender
Mild
Hybrid
Start
Stop
NG
PCR2
MPI
SDI
Full
Hybrid
Plug-In
Hybrid
HCCI/
CAI
Full EV
Variable
Compression
Exhaust
Ratio
Heat
Recovery
Turbo &
Downsizing
PDI
Time
Division Powertrain
Business Unit:
‘Hybrid Electric Vehicles’
Division Powertrain
Organization: Continental Divisions and Business Units
Continental Corporation
Automotive Group
Chassis & Safety
Powertrain
Rubber Group
Interior
Electronic
Brake Systems
Engine
Systems
Body & Security
Hydraulic
Brake Systems
Transmissions
Sensorics
Hybrid Electric
Vehicle
Commercial
Vehicles &
Aftermarket
Passive Safety
& ADAS
Sensors &
Actuators
Instrumentation
& Displays
Chassis
Components
Fuel Supply
Interior Modules
Connectivity
Multimedia
Passenger and
Light Truck Tires
Commercial Vehicle
Tires
ContiTech
Original
Equipment
Truck Tires
Europe
Air Spring
Systems
Replacement
Europe
Truck Tires
The Americas
Benecke-Kaliko
Replacement
The Americas
Truck Tires
Replacement
Business Asia
Replacement
Asia
Two-Wheel
Tires
Industrial Tires
Conveyor Belt
Group
Elastomer
Coatings
Fluid
Technology
Power Transm.
Vibration Control
Other
Operations
Division Powertrain
8
Division Powertrain: Business Units
Engine Systems
Engine management
systems and fuel
components for
- Piezo diesel common
rail injection systems
- Piezo gasoline direct
injection
- Solenoid gasoline
direct injection
- Gasoline port fuel
injection
- Liquefied petroleum
gas (LPG) and
compressed natural
gas (CNG)
Engine management
systems and aftertreatment controllers for
CV applications
Turbochargers
Transmission
Control units for
- Automatic
transmission
- Double clutch
transmission
- Automated manual
transmission
- Continuously
variable
transmission
Control units for 4x4
and AWD applications
- Transfer cases
- Differentials
- Clutch systems
Division Powertrain
Hybrid Electric Vehicle
Sensors & Actuators
Fuel Supply
Systems and components
for
- Hybrid and electric
vehicle applications
- Power electronics
- Electric motor
- Battery systems
- Energy management
Power net systems
Actuators for powertrain
applications
Components and modules
for emission
management
Sensors for powertrain
applications
- NOx, MAF,
transmission sensor
modules, position
- Pressure,
temperature, knock,
cylinder pressure
- Flexible fuel, oil
quality, oil level
Door handle sensors
Fuel supply units
Fuel level sensors
Fuel pumps
Electronics for fuel pump
control
Modular function carrier
with activated-carbon
filter (in-tank ventilation
system)
Business Unit ‘Hybrid Electric Vehicles’: Sites
Head Office
Production Location
Engineering Location
Berlin, Germany
Nuremberg, Germany
Regensburg, Germany
Gifhorn, Germany
Karben, Germany
Dearborn, USA
Seguin, USA
Shanghai, PRC
Tianjin, PRC
Budapest, Hungary
Iasi. Romania
Yokohama, Japan
Bangalore, India
Division Powertrain
1
0
Definition ‘HEV’ / ‘BEV’
Quelle: VW
Division Powertrain
Business Unit ‘Hybrid Electric Vehicles’: Applications
Electrical Machines
Power Electronics
Battery Systems
Electric Vehicle
Full Hybrid
Mild Hybrid
Division Powertrain
Power Net Systems
Micro Hybrid
Base Information
‘E-Drive Development’
Division Powertrain
Base Remarks (1)
Electrical Machines ⇒ Energy Conversion
− Motor Mode (electrical → mechanical energy)
− Generator Mode (recuperation) (mechanical → electrical energy)
− Conversion with Losses (Heating)
E-Machine Functions
− Short term / continuous performance (torque-speed-characteristics)
− High efficiency (low losses)
− Sufficient cooling (no overheating)
− Sufficient insulation (no insulation break down over life time)
− Limited parasitic effects (NVH, EMC, current ripple, ...)
− High dynamic drive (sensor quality)
− Life time (bearings, gears, brushes)
Division Powertrain
Base Remarks (2)
Four Quadrant Operation
Electrical Machines as Traction Drives
− Four quadrant operation
− Speed variable drives
forward braking
forward driving
180Nm
70kW
10800rpm
110Nm
55kW
10800rpm
General Remarks: ‘E-Traction Drives’
compared to ‘Industrial Drives’:
− high torque (and power) density:
volume / weight
− advanced cooling (water) / high
sophisticated materials
low
180Nm
70kW
4000rpm
backward driving
− high requirements regarding ambient conditions / vibrations / ...
− high drive dynamic (normally not needed for industrial drives)
− E-Traction Drives: performances driven / Industrial Drives: cost driven
Division Powertrain
E-Drive Development Procedure
General Procedure:
Step 1: E-Drive configuration
− Belt driven E-Machine, crank shaft mounted EM, axle drive
Step 2: Selection of an E-Machine type
− Induction machine, PM machine, (ext. excited) synchronous machine
Step 3: Development of an E-Drive system
− Cluster of requirements
Step 4: Family concept / standard solutions
− Targets: design capable for industrialization and flexible application; proven and
cost optimized products
Division Powertrain
E-Drive Configurations
Belt driven starter generator (P0)
− High speed application (up to 18000rpm); limited in torque / power
− Cost effectiveness
Crankshaft mounted E-Motor (P1)
− Limited maximum speed (< 7000rpm); high torque density
− Sharp restrictions in axial length
Axle Drive (P4)
− High speed application (12000rpm); high performance requirements
− Axial length with
low priority
K0
K1
=
=
clutch (separation)
clutch (start-up)
Division Powertrain
P1
Front
P0
Rear
P2
K1
K0
P3
P4
P0 = Belt driven Starter
Generator (BSG)
P1 = Crankshaft mounted Emachine (CSG)
P2 = E-Machine on the gear
input
P3 = E-Maschine on the gear
output
P4 = Axle Drive
E-Machine Types for Traction Applications
3phase electrical machine, converter-fed, controlled (dynamics, torque accuracy)
Induction Machine / Asynchronous Machine (IM/ASM)
− Stator winding: distributed wire (one layer) or hair pin winding (two layer)
− Rotor: Squirrel cage rotor (Al die cast)
Permanent excited Synchronous Machine (PSM)
− Stator winding: distributed or concentrated (single tooth) winding
− Rotor: buried permanent magnets
(externally excited) Synchronous Machine (SM)
− Stator winding: distributed or concentrated (single tooth) winding
− Rotor: wound salient poles with slip ring system
Division Powertrain
Cluster of Requirements
System Design
Project Management
Mechanical Motor Design
Power Electronics
Requirements 1
„(Vehicle) Performance“
Requirements 2
„Overall Volume“
Requirements 3
„Power Supply“
- max. Torque Characteristic
- Cold Start Torque
- Boost Torque
- max. Generator Power
- Continuous Operation
- Load Cycles
- Drive Concept
- max. Motor Length / Diam.
- max. Motor Mass
- mechanical Requirements
(Vibrations, etc.)
- Ambient Temperatures
- max. / min. Battery Voltage
- max. Converter Current
- Cable Resistances
- Converter Safety Concept
- Insulation Requirements
- Motor Noise / Vibrations
(Control) Software
Motor Simulation
Division Powertrain
Motor Design
Performance Curves
EVehicles Concepts
Division Powertrain
Requirements ‘Electrical Vehicles’
Quelle: VW
Division Powertrain
Benefits of EV
Motivation for EV
− Beneficial CO2 balance possible
− Locally no emissions
− Low noise
− High vehicle dynamics up to 80km/h
− Change of Mind (energy saving with light
and efficient cars)
− Technology driver for batteries
Division Powertrain
Renault Vehicles
X61
L38
Division Powertrain
ASM
X10
Zoe Architecture
Division Powertrain
System Overview (Electrical Power train)
DC/DC
converter
DCCircuit
DC/AC
inverter
Battery
DCCircuit
Division Powertrain
3∼
∼ (U / f))
variable
Wheel
(or load machine)
Official Data Sheet for Publication
Division Powertrain
Continental Axle Drive with SM
Division Powertrain
Continental Axle Drive Concept
Integrated Axle Drive with Synchronous Machine
− Axially parallel arranged E-Motor
− Two-step spur gear with fix ratio
− Rotor shaft = gear input shaft; no clutch
Stator Design
− 3phase wire winding
− Water jacket cooled
− Insulation Class H
Rotor Design
− Wound salient poles
− Moulded (2comp epoxy resin)
− Rotor position sensor
− Slip ring system
Division Powertrain
Continental Axle Drive
Series Design
− Complete industrialization
− Proven technical solutions
SOP Aug 2011
− Complete DV / PV tests
− All system issues solved (EMC, NVH)
Number of Poles 2p
-
8
Stator Stack Outer Diameter da,s
mm
210
Stack Length lFe
mm
175
Air Gap Width
mm
1.0
Total Active Mass (E-Motor)
kg
36
Total Drive Mass (incl. Gear)
kg
78
kg m²
0.04
Rotor Inertia
Division Powertrain
Performance Curves
Nominal Parameter:
Udc = 300V
Cooling: 8l/min; 55°C
280
260
T / Nm
240
220
short term:
245Nm ; 90kW
200
short term:
225Nm ; 70kW
180
160
140
120
100
continuous:
75Nm ; 45kW
80
60
300A ⇒ 350A
continuous:
75Nm ; 35kW
40
300V ⇒ 400V
20
0
0
2000
4000
6000
8000
10000
n / rpm
Division Powertrain
12000
Back-to-Back Test Bench: Test Bench Set-up
impact of heating
capability on vehicle
operation
load cycle efficiency
reliability of the whole
system
E-Machine (load machine)
P-Electr. (load machine)
Rack with Power Supply
Measurement Equipment
Torque measurement
E-Machine (test machine)
P-Electr. (test machine)
Division Powertrain
48V Belt driven Stator Generator
System
Division Powertrain
Benefits of a 48V-System
Mild Hybrid Functions
up to2.5kW
DC
10,6V-16V
DC
24V-60V
Battery
48V
Battery
12V
Decoupling
Tensioner
Division Powertrain
BAS
EM
INV
combustion engine
MCU
•
•
•
•
•
•
•
•
•
Start/Stop
Comfort Start
Cold Start
Boost
Sailing
Recuperation
High Efficient Generator
CO2 Reduction
Change of Mind
48V-System Approach
Mild Hybrid Functionalities
− Customer priorities / flexibilities
System Definition / System Parameter
− Components (battery, DC/DC-converter, DC/AC-converter, BSG)
Component Harmonization
− Power supply ↔ Power train
System Optimization
− Trade off ‘system requirements ↔ cost effectiveness’
− Vehicle simulations: variant comparison
Cost reduction measures
− Battery size, motor type, ...
− Motor family concept
Division Powertrain
Customer Benefits of 48V Systems (selection)
customer
comfort
1
1.1
1.2
1.3
2
2.1
2.2
2.3
3
3.1
3.2
3.3
4
4.1
4.2
4.3
5
5.1
Start/Stop
warm start (start/stop)
cold start (first start)
noise reduction at start
Regeneration / Recuperation
high efficient generator
recuperation during deceleration
engine operating point shift (load incr./decr.)
Boost / Electric Driving
boosting (beyond ICE limit)
electric creeping / drive off
electric hill hold support
Board Net / 48V Consumer
additional board net supply via DC/DC
12V board net stabilisation
48V components (steering, pumps, HVAC)
Combustion Engine Support
different functions
Division Powertrain
feasibility
with 12V
CO2 emission
reduction
x
x
x
(x)
(x)
(x)
x
x
x
remarks
critical @ very low temperatures
x
x
x
x
(x)
dep. on battery energy content
(VSS)
x
x
higher component efficiency
Continental BSG
(based on Series Product)
Division Powertrain
Continental BSG Concept
Belt driven Starter Generator with Induction Machine
− Belt ratio: 2.5
− Pulley wheel diameter applicable
Stator Design
− 3phase hair needle winding
(two layer wave winding)
− Water jacket cooled
− Insulation Class H
Rotor Design
− Al squirrel cage rotor
− Speed sensor
− Max. speed: 18000rpm
Division Powertrain
Continental BSG (for UDC = 80 … 115V)
Series Design
− Complete industrialization
− Proven technical solutions
SOP Aug 2011
− Complete DV / PV tests
− All system issues solved (EMC, NVH, etc.)
− Production in Tianjin (China)
Number of Poles 2p
-
8
Stator Stack Outer Diameterda,s
mm
145
Stack Length lFe
mm
70
Air Gap Width
mm
0.3
Total Active Mass (E-Motor)
kg
8
Total Drive Mass (incl. Gear)
kg
13
kg m²
0.004
Rotor Inertia
Division Powertrain
Belt driven Starter Generator: Stator Assembly
Hair pin technology
Ultrasonic Welding
Hairpin Welding
Stator Manufacturing
Lean Manufacturing Cells
Division Powertrain
In-Parallel Testing
(Dyno with Temperature Chamber)

Business Unit `Hybrid Electric Vehicles`

Transcription

Similar documents

CNC Router Catalog