powertrain strategies for the 21st century: looking beyond ...powertrain strategies for the 21st...
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![Page 1: Powertrain Strategies for the 21st Century: Looking Beyond ...Powertrain Strategies for the 21st Century: Looking Beyond 2016 Focus on the Future ... 163 160 167 171 170 181 321](https://reader031.vdocuments.net/reader031/viewer/2022040602/5e9477d964cec90f5f562c6b/html5/thumbnails/1.jpg)
1AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Gary Hunter – Chief TechnologistAVL Powertrain Engineering, Inc. Plymouth, MI
Powertrain Strategies for the 21st Century:
Looking Beyond 2016
Focus on the FutureAutomotive Research ConferencesUniversity of Michigan Transportation Research Institute
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2AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Powertrain Strategies Are Driven By Global Trends
Source: The Boston Consulting Group 2008
System Cost ($)
Fu
el C
on
sum
ptio
n o
r C
O2
Primary EmissionsVehicle Packaging
Vehicle Performance
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3AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Regional Transportation Energy Drivers –Current Issues
CO2/FE RegulationsGreen MovementOil DependencyIncentivesStimulus funding
Minimal RegulationsRenewable
Fuel Usage
FE and CO2
Regulations
CO2/FE Regulations Fuel Prices Incentives
Petroleum Reduction Gov´t mandates Leapfrog strategy
CO2/FE Regulations Oil dependency
Global trend for increased levels of fuel economy and/or Lower CO2 will continue
Varying regional requirements for renewable fuels
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4AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Source: European Federation for Transport and Environment
2007 average NEDC CO2 Emission in g/km
proposed legislation 2020
proposed legislation 2015
141
141
146
149
156
156
162
163
160
167
171
170
181
321
0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340
PSA
Fiat
Renault
Toyota
Honda
GM
Ford
VW
Hyundai
Nissan
Mazda
BMW
Daimler
Porsche
Euro CO2 Emission Reduction
proposed legislation 2015
proposed legislation 2020
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5AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
United States Fleet Average OutlookCO2 and CAFE
20
25
30
35
40
45
50
55
60
65
2010 2015 2020 2025 2030 2035
FE
(M
PG
)
100
150
200
250
300
350
400
CO
2(g
ram
s p
er
mil
e)
NHTSA FE Average
2035 CO2
Target
EPA CO2-eMPG Equiv.
EPA GHG CO2-eFleet Targets
Compliance with EPA GHG
means Higher MPG than CAFE
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6AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Customer Requirements and Trends –5 to 10 Year View
Full and plug-in hybrids incl. range extender concepts
High reliability, best availability
Powertrains suitable for bio-mass based fuels
Fuel efficiency and low cost powertrains
Efficient powertrain systems – downsizing and mild hybridization (incl. Diesel)
Powertrains based on alternative fuels (incl. E-drive)
Full hybrids based on efficient SI engines (niche fleets with FC)
Regional diversification of requirements leads to diversification of powertrain technologies
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7AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Current Options
0
50
100
150
200
250
300
350
400
450
500 1000 1500 2000 2500 3000 3500
Vehicle Weight [kg]
CO
2 E
mis
sio
n in
NE
DC
[g
/km
]
Gasoline NA
Gasoline TC
Diesel
GDI, GDI-tc (BMW, VW)
Hybrid
CNG Turbo (OPEL, VW)
EU-Proposal for CO2 Limit
Source: AR, KBA 2008
Diesel - best in class
Best in-class Diesel similar to Hybrid concepts
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8AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Electrification?
What Happens Next?
Other
Solutions?Alternative
Fuels?
?
“All Predictions are Wrong
Some Predictions Are Worthwhile”
Flexibility To Adapt – Agile Solutions
Collaboration: OEMs, Suppliers, & Researchers
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9AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Battery
IC Engine
Transmission
Electric Motor
Control Strategy
Predictable Trend Towards Integration Of New Elements In Powertrain Systems
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10AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
IC Engine
Battery
Transmission
Electric Motor
Control Strategy
Chris Edwards - Stanford University
CO2 [g/km]
0
40
80
120
160
200
Baseline
Gasoline
Baseline
Diesel
Source: The Boston Consulting Group 2008
System Cost ($)
Fu
el C
on
sum
ptio
n o
r C
O2
Primary EmissionsVehicle Packaging
Vehicle Performance
Selection Of Most Suitable “FLEXIBLE”Powertrain Structure
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11AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Highly Flexible IC Engine:• Variable multi-stage turbocharging
• Variable multi-mode combustion• Multiple Fuel
• Adaptive control
IC Engine
Battery
Transmission
Electric Motor
Control Strategy
Selection Of Most Suitable “FLEXIBLE”Powertrain Structure
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12AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
0%
20%
40%
60%
80%
100%
Combustion Efficiency CO2 Emission
Homogeneous Gasoline DI
Homogeneous CNG DI
Stratified lean with EGRCNG DI
DI-Gas Key Features:
� High combustion stability and efficiency
� 25-30% CO2 emissionreduction compared to standard gasoline
PC Application:
� Standard vehicle 1600-1800 kg
� Application of DI-Gas combustion technology
� Combination with advanced fullhybrid powertrain
� Consideration of 20% CO2-neutral Bio-Gas
CO2 [g/km]
0
40
80
120
160
200
Baseline
Gasoline
DI CNG Hybrid DI
CNG
Hybrid DI-
BioCNG 20
Selection Of Most Suitable “FLEXIBLE”Powertrain Structure
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13AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Highly Flexible IC Engine:• Variable multi-stage turbocharging
• Variable multi-mode combustion incl. biogas• Multiple Fuel
• Adaptive control
Highly Flexible Transmission:• Higher gear numbers & automation• CVT and infinite variable transmission• Electric transmission
IC Engine
Battery
Transmission
Electric Motor
Control Strategy
600 900 1200 1500 1800 2100 2400 2700 3000 3300SPEED [rpm]
BM
EP
[b
ar]
0
2
4
6
8
10
12
14
16
18
20
1 1 12 2 2 2 23 345 6 78 910 1112 1314 15161718 19 20 2122 23242526 27
282930 31
31
32 33 3435
353
6
36
37
38
39
40
4142
42
43
43
43
BM
EP
[b
ar]
0
2
4
6
8
10
12
14
16
18
20
10
15
20
25
30
35
40
45
Control Engine OperationNear Peak Efficiency
Selection Of Most Suitable “FLEXIBLE”Powertrain Structure
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14AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Highly Flexible IC Engine:• Variable multi-stage turbocharging
• Variable multi-mode combustion incl. biogas• Adaptive control
Highly Flexible Transmission:• Higher gear numbers & automation• CVT and infinite variable transmission• Electric transmission
Flexibility by Hybridization:• From micro to full hybrid• More degrees of freedom due to additional
elements
IC Engine
Battery
Transmission
Electric Motor
Control Strategy
Selection Of Most Suitable “FLEXIBLE”Powertrain Structure
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15AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Hybrids Come In Many Forms:
Mild Hybrid
Low to mediumvoltage (12 to 120V)
Includes stop-start, regeneration braking
and acceleration assist
Micro Hybrid
Low voltage (12V)
Shuts down engine at idle to save fuel
Full Hybrid
High voltage (300V+)
Includes all mildHEV features
PLUS EV-mode
Pure EV
High voltage (300V+)
Battery
Range extender with combustion engine
Fuel cell
Plug-In Hybrid (PHEV)
High voltage (300V+)Ability to recharge
battery through electrical wall outlet
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16AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Hybrid –One Word For A Diversity Of Options
Additional E-Power Source in
the Drivetrain for:
� Fuel Economy Improvements
� Emission Reductions
� Outstanding Driving Performance
� Superior Drivability
� Engine Simplifications
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17AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Mild Diesel Hybrids
+ electricdriving
+ recuperat.
ISG
10 kW
90
hot
VehicleCycle power ~ 4 kW
Testweight = 1470 kg
6 speed DCT
EngineHSDI 1.6 L
WG-Turbocharger
Low pressure - EGR
ElectrificationBSG ~ 4 kW
ISG ~ 10 kW
70
80
90
100
110
120
130
CO
2N
ED
C
-g
/km
ICE
hot
105
cold
98
115
cold
+ Start / Stop
BSG
4 kW
100
hot
+ Emission peakshaving
+ recuperat.
ISG
10 kW
96
hot
Base
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18AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Ideal Hybrid Powertrain –Long Term Benchmark
Key Features:
� High efficient battery >95%
� High efficient e-motors >95%
� High efficient inverter >95%
� Brake energy recuperation >85%
� High efficient engine >43%
CO2 [g/km]
0
40
80
120
160
200
Baseline
Gasoline
Baseline
Diesel
Ideal Hybrid
Gasoline
Ideal Hybrid
Diesel
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19AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Highly Flexible IC Engine:• Variable multi-stage turbocharging
• Variable multi-mode combustion incl. biogas• Adaptive control
Highly Flexible Transmission:• Higher gear numbers & automation• CVT and infinite variable transmission• Electric transmission
Flexibility by Hybridization:• From micro to full hybrid• More degrees of freedom due to additional
elements
Pure Electric Drive• Highly efficient e-motor w/o idling losses• Highly flexible system in view of energy supply
– battery & range extender & fuel cell
IC Engine
Battery
Trans-mission
Electric Motor
Control Strategy
SELECTION OF MOST SUITABLE “FLEXIBLE”POWERTRAIN ARCHITECTURE
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20AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Hybrids Require Different Types of Batteries Or Energy Provision Systems
Full Hybrid = Electric Driving!
All Electric Range (AER)
Battery Size /
Battery Cost
HEV
PHEV
EV+RE
EV
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21AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Objectives “3 x 3”:
� 3 x lower cost than today
� 3 x energy density of today
� 3 x power density of today
Criteria and boundary conditions
� Safety and reliability
� LCA: Materials and resources
� New production processes
� High production volume
Challenge:Battery Commercialization
Cost
Energy density
Power density
Safety/Reliability
Time
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22AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Range Extender Configurations
Piston
Engine
Packaging
472,539
4
346
2-Cyl. Range Extender
570ccm, 18kW@5000rpm
weight: 40kg
Wankel – Range Extender
250ccm, 18kW@5000rpm
weight: 29kg
380,5
350
290
Reciprocating vs. Rotary
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23AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Consistent Tools For Application During Configuration And Development Phase
CONFIGURATION PHASE DEVELOPMENT PHASE
Consistency of tools and models throughout whole processConsistency of tools and models throughout whole process
Common Development EnvironmentCommon Development Environment
Software in the Loop Hardware in the Loop Component Bench Chassis Dyno Road
Collaboration Between OEMs, Suppliers, and Reserachers
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24AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
� Regional requirements and global agreements will continue to drive the future for the usage of alternative fuels and electrification.
� It is thought that in the next 10 years, some form of electrification will be required to meet CO2 emissions on all vehicles in regulated markets – this trend will continue.
� Significant extension of technology elements and variants by increasing electrification
� Extended modularity will support fast and flexible reaction to marketrequirements
� Cross functional and systems overlapping research, development and system integration is mandatory
� The long term fuel / CO2 saving potential in the range of 40 - 50% based on powertrain technology*
� The technology race is on…which technologies will “win” is yet to be seen.
SUMMARY
* Baseline w/o hybridization and downsizing
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25AVL Proprietary - Gary Hunter 14 July, 2010 UM-TRI
Questions
Thank You!!