the tailored engine & powertrain for 48v · dr. helfried sorger avl list gmbh (headquarters)...

Dr. Helfried Sorger

AVL List GmbH (Headquarters)

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The Tailored Engine & Powertrain for 48V

Dr. Helfried Sorger

Future Powertrain Conference

Birmingham, 28.02.2018

Comprehensive Solutions for Optimum Efficiency and Cost

Dr. Helfried Sorger | PTE - D2 | 26 Februar 2018 | 2Public

SOME HEADLINES


2025Global Engine ProductionAVL Prediction 12/2016

120

100

80

60

40

20

0

Glo

bal

En

gin

e P

ro

du

cti

on

–M

io/

Year

Conventional ICE:• Significantly higher effort for emission compliance

(RDE, China6, SULEV xx, …),

• “Zero Impact Emission Concepts”

Mild Hybrid: • 48 V in various configurations P0 – P4

• Power Increase 15 20 30 kW

• ICE utilizes synergies

Full Hybrid: Primarily with Japanese OEM´s

Plug In Hybrid: CAFE and city access as driver

BEV: Dependent on infrastructure, incentives and access restr.

Fuel Cell: limited to specific markets?

Technologies until 2025

2025 50% electrified - still 100 mio ICE´s – but high scatter of predictions


Fuel efficient GasolineSolutions for Lambda=1 at full load

Specific λ=1 Power ICE [kW/l]

50 60 70 80 90 100 110 120 140

TGDI standard (wastegate TC) T3 ≤950°

TGDI IEM T3 ≤980°

TGDI MILLER IEM T3 ≤980°

TGDI MILLER IEM SC* T3 ≤980°

TGDI MILLER IEM SC-VGT* T3 ≤950°

TGDI VCR-VVL (var. MILLER) IEM T3 ≤980°

TGDI VCR T3 ≤1000° λ1

TGDI VCR-VVL (var. MILLER) IEM SC* T3 ≤980°

235

235

220

215

215

235

210

<205

RON95, typical PC enginesfrom measurements

Min. BSFC in map [g/kWh]

1D simu check

By projective 1D-engine

simulations

λ ≤1 / actual

λ =1 / RDE

TGDI-HY (fix MILLER) IEM SC* T3 ≤950°<205

TGDI MILLER IEM VGT T3 ≤950°218

TGDI, WI T3 ≤1030°

Currently upto 170 kW/l

Refined combustion• Improved knock : higher CR, accept GPF gen2 (higher backpressure)

• Refined charge motion extended Miller / Atkinson, increased EGR tolerance

• Advanced charging extended efficiency / spec. performance trade off

• Reduced emission & PN especially with cold drive-off (RDE 2)

• Full stoichiometric operation


Fuel efficient GasolineSolutions for Lambda=1 at full load

Specific λ=1 Power ICE [kW/l]

50 60 70 80 90 100 110 120 140

TGDI standard (wastegate TC) T3 ≤950°

TGDI IEM T3 ≤980°

TGDI MILLER IEM T3 ≤980°

TGDI MILLER IEM SC T3 ≤980°

TGDI MILLER IEM SC-VGT T3 ≤950°

TGDI VCR-VVL (var. MILLER) IEM T3 ≤980°

TGDI VCR T3 ≤1000° λ1

TGDI VCR-VVL (var. MILLER) IEM SC T3 ≤980°

235

235

220

215

215

235

210

<205

RON95, typical PC enginesfrom measurements

Series Compressor

IEM: (c-head) Integrated Exhaust Manifold

VCR: Variable Compression Ratio

VVL: Variable Valve Lifts

By projective 1D-engine

simulations

λ ≤1 / actual

λ =1 / RDE

TGDI-HY (fix MILLER) IEM SC T3 ≤950°<205

TGDI MILLER IEM VGT T3 ≤950°218

VGT: Variable Geometry Turbine

TGDI, WI T3 ≤1030°

WI: Water Injection

Currently upto 170 kW/l

AVLDual Mode VCS

SC: Series Compressor (intercooled)

Min. BSFC in map [g/kWh]


Low Emission DieselExtended RDE emission compliance

1,44

2,00

0,981,11

0,710,63

0,48 0,49

-2,4

-0,7

-6,3

-10

-8

-6

-4

-2

0

0

0,5

1

1,5

2

2,5

Fu

el C

on

su

mp

tio

n[%

]

Co

mp

lian

ce

Fa

cto

r (C

F)

[-] CF 2017: 2.1

CF 2020: 1.5

DIESEL –Walk towards CF<<1

• HP-EGR• HP-/LP /-EGR• 48V with 4kW Ecat• 48V with 4kW Ecat and

10 kW P0 e-Motor Boost / Recuperation

Reduction of Fuel Consumption &Emissions.

Example: PC 2.0L Diesel, HP EGR, LNT + SDPF, CW 1700kg

Compliance Factor

Total

Compliance Factor

CityFuel Consumption

Electrificationm to support Emission stability & CO2


Technology Trends Combustion Engine

Gasoline (SI)

Miller,Atkinson

today

Extended Miller,advanced boostingRefined emission

VCR, HCCI,.....

tomorrow

Extended 48V systems (1520>30 kW)

as enabler for low emission & CO2

48V

Diesel (CI)

Lean NOx Trap + SCR

Advanced EAS & Temperature Management, adapted operating strategy

Electrification as enabler for next refinement level of ICE

EAS … Exhaust gas Aftertreatment SystemHCCI ….. Homogeneous Charge Compression IgnitionVCR … Variable Compression Ratio


48V Powertrain architectures

P1

P2

P0

P3

P4


Features and functions vs. architectures

Function P0 P1 P2 P3/+P0 P4/+P0

Advanced stop start

Charging at standstill

Charging at driving

Recuperation

Boost

Sailing

Coasting

eCreep

Electric drive

Engine shutdown assist

Engine stall protection

eAWD

1)1) 1) 1)

1) 1)

1) 1)

1) 1)

1) MT with eClutch2) P2 with SSM

2)


+ + ++ ++ ++

0 + ++ + +/0

0 0 0 0 0

+ + ++ ++ ++

+ + 0 + +

+ + + + +

0 0 0 0 0

0 0 0 0 +/- 1)

1) Baseline vehicle with mechanical AWD

1)

Attribute P0 P1 P2 P3/+P0 P4/+P0

Fuel Consumption

Performance

Emissions - Gasoline

Emissions - Diesel

NVH

Drivability

Ride Comfort

Handling

Vehicle attributes vs. architectures

Rating:

0 … similar to baseline vehicle+ … better than baseline vehicle- … worse than baseline vehicle

P2 configuration combines best attributes with lowest complexity


0

100

200

300

400

500

600

700

800

900

1000

2 4 6 8 10 12 14 16 18 20

Recu

perati

on

En

erg

y [

Wh

]

E-Machine Size [kW]

WLTC

NEDC

HIGHWAY

C SegmentB Segment E Segment SUV (Diesel)

Recuperation Energy vs. ArchitecturesNEDC, WLTC, Highway

Significantly increased importance of

electrification by the higher dynamics of the

cycle


0,00

100,00

200,00

300,00

400,00

500,00

600,00

700,00

800,00

900,00

1000,00

1100,00

0 5 10 15 20

Recupera

tion E

nerg

y [

Wh]

E-Motor Size [kW]

Recuperation Potential

WLTC B P0

WLTC C P0

WLTC C P2

WLTC C P4

WLTC SUV-D P0

WLTC SUV-D P4

WLTC E P0

WLTC E P2

WLTC E P4

P0,P1P0,P1

P0,P1

P0,P1

P2

P3,P4


Recuperation Energy vs. ArchitecturesWLTC - 48V up to 20 kW

P3,P4

P2

P3,P4

20kW is sufficientwith the exception of the heavy vehicles


0,00

100,00

200,00

300,00

400,00

500,00

600,00

700,00

800,00

900,00

1000,00

1100,00

0 5 10 15 20 25 30

Recupera

tion E

nerg

y [

Wh]

E-Motor Size [kW]

Recuperation Potential

WLTC B P0

WLTC C P0

WLTC C P2

WLTC C P4

WLTC SUV-D P0

WLTC SUV-D P4

WLTC E P0

WLTC E P2

WLTC E P4

P0,P1P0,P1

P0,P1

P0,P1

P2

P3,P4


Recuperation Energy vs. ArchitecturesWLTC - 48V up to 30kW

P3,P4

P2

P3,P4

25 - 30kW is useful for• Heavy vehicles• Extended electric

driving


P0 as basic electrificationEspecially for smaller, cost sensitive segments

P2 is appropriate before 2020depending on individual fleet demand

Architecture comparison

2025 and beyond mandatory to meet severe CO2 legislation with significant mild hybrid market share

2025 and beyond not sufficient to meet severe CO2 legislation with significant mild hybrid market share

How to realize a P2 architecture?


In line 4 Cyl TGDI Base engine

Displacement [l] 1,6 Intake system CAC

Rated speed [min-1] 4850 Water pump Fixed ratio

Rated Power [kW] 120 Oil pump Fixed sump pump

Max Torque [Nm] 251 FEADA/C, tensioner, idler, W/P, alternator, PS pump

Start / Stop Yes Piston cooling Pressure regulated

In line 4 Cyl Diesel Base engine

Displacement [l] 1,5 Intake system CAC

Rated speed [min-1] 4000 Water pump Fixed ratio

Rated Power [kW] 80 Oil pump Fixed sump pump

Max Torque [Nm] 250 FEADA/C, tensioner, idler, W/P, alternator, PS pump

Start / Stop Yes Piston cooling Pressure regulated

Gasoline & Diesel Base engine VariantsIntegration in C-Segment Vehicle

Both with 12V e-SC + Long Final Gear Ratio

Base engines - state of the art


Electrified Gasoline & Diesel engineIntegration in C-Segment Vehicle

Fuel Tank Volume 50 Liter

Total Length 4250 mm

Total Width 1800 mm

Total Height 1460 mm

Wheelbase 2640 mm

Curb Weight (=dry weight) 1130 kg

Gross Weight 1450 kg

C-SEGMENT BASE VEHICLE


What can be electrified tosimplify the base engine?

Function

Eff

ect

on

p

erfo

rm

an

ce

Eff

ect

on

FC

& e

ffic

ien

cy

Packag

e

Cu

sto

mer v

alu

e

Fu

ncti

on

al

ris

k

Co

mp

lexit

y

red

ucti

on

Co

mm

en

t

Generator/E-machine + + O + O + P2 architecture

E-Water pump O + + O O +E-Oil pump O + + O - +AC compressor O O + + O + Mechanical and e-driven

PS pump O + + O O + Needed for pure e-drive

Vacuum pump O + + O O + Needed for pure e-drive

E-cam phaser + + + + O OE-Charger + + O + O O Highest potential in FC

E-catalyst O + O O O O Heating strategy

Supporting measures

Grill Shutter O + O O O O Reduction Air-Drag

Thermal encapsulation O + O + O O Faster Warm Up and Restart

o Basis 12V w BSG+SS


The ideal base engine for 48 VoltsFeatures

Removal of 12V starter motor


48V 20kW E-machine

Gear drive 1:3

Separation clutch C0



Elimination of FEAD



Repositioning of AC compressor at transmission side



Electrification of A/C compressor

A/C driven by engine



A/C electrically driven



A/C driven by wheels


Elimination of chain driven oil pump


Repositioning of oil cooler and filter


Combined oil cooler/filter module with e-pump


Elimination of conventional coolant pump


Introduction of electrical coolant pump




Electrification of vacuum pump


No front cover needed

No front sealing required


Damping element instead of TVD


Electrical cam phasers




Electrification of vacuum pump


Implementation of turbo charger with recuperation

potential



Electrical Waste Gate actuation



Catalyst heating element



Catalyst heating element

Electrical coolant pump

Oil cooler/filter module with e-pump

48V 20kW e-Motor

Electric Supercharger

Electric Cam-phaser

The ideal base engine for 48 VoltsFeatures – Diesel engine


DCT 7 speed transmission

The ideal base engine for 48 VoltsIntegration


Engine selective systems encapsulation



Electric brake booster



Active grill shutters



48V battery



▪ 550Wh usable energy

▪ LN7 size with increased height

▪ Air or water cooled depending on the requirements

▪ 9kg

▪ Design to ensure cold cranking under extreme conditions

48 Volts battery


DC / DC converter



Power electronics



The ideal base engine for 48 VoltsPackage Envelope almost neutral

+/- 0mm+60 mm- 40mm

+ 20mm

Additional e-motor drive assembly

Removal of FEAD and oil pump drive


Ideal base engine for 48vMinimised overall weight increase

4,5 kg18 kg

Production engine&

48V electrification

Electrified base engine&

48V electrification


Architecture optimizationby means of global vehicle simulation

Change of operating point in 3 dimensions:BMEP, engine speed and temperature

Outcome

Real-life Cycles

on the Road

Contribution of each sub-system to the operating conditions

Fuel consumption

f(BMEP, speed, T)


Impact of electrified auxiliariesCoolant pump in WLTC

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

0

0.002

0.004

0.006

0.008

0.01

0.012

0.014

0 200 400 600 800 1000 1200 1400 1600 1800

Ener

gy r

elat

ive

to e

ngi

ne

[%]

cum

late

d p

ow

er [

kWh

]

Time [s]

Coolant Pump

Basis Mechanical controlled Electrical controlled

Absolute Energy

Energy relative to engine

Fuel consumption reduction potential for the coolant pump

~0.4%

Energy Requirement reduced by 50% with switchable coolant

pump main benefit enhanced

warm-up (not considered here!)

Energy requirement of electrical driven pump - coolant flow

controlled on demand


0

1

2

3

4

5

6

7

8

9

10

0

0,02

0,04

0,06

0,08

0,1

0,12

0,14

0 200 400 600 800 1000 1200 1400 1600 1800

Au

xilia

ry e

nerg

y r

ela

tive t

o e

ng

ine [

%]

Au

xilia

ry c

um

late

d p

ow

er [

kW

h]

time [sec]

Cumulated mechanical power of auxiliariesduring WLTC

HT Coolant Pump Oil pump Steering pump

Vacuum pump Idlers Auxiliaries (sum of)

Sum relative to engine

Impact of electrified auxiliariesUp to 4% CO2 reduction in WLTC

Auxiliaries (sum of) relative to engine [%]


Impact of 48V hybridization on gasolineUp to 13% CO2 reduction in WLTC

Base engine thermal encapsulation not includedNot active vehicle grill shutters

Significant e-Drive capability and energy recuperation in WLTC


60

65

70

75

80

85

90

95

100

105

110

CO2 [g]

48V Diesel Engine 48V Gasoline Engine

CO2 optimzation potential comparison of 48V Diesel and Gasoline in WLTC

FEAD Additional VTMSOptimisedBaseline

48V Hybrid

12V D

iesel

12V G

as

𝚫 =17,5g CO2

-20,50%

-21,70%


Cost to benefit vs. architectures

C Segment Gasoline

B Segment E SegmentSUV

(Diesel)

Assumptions:>500.000 units p.a.Established supplier base for 48VBase engine modificationsconsidered

Cost / CO2 Range

<= 80 €/(gCO2/km)

<= 60 €/(gCO2/km)

<= 40 €/(gCO2/km)

<= 20 €/(gCO2/km)

C Segment Diesel

Attractive cost to benefit

ratio for P2


CO2 Reduction - WLTC [g/km]

Cost to benefit vs. features

Assumptions:>500.000 units p.a.Established supplier base for 48VBase engine modifications considered

Ad

d O

n B

OM

Cost

[€

]

AS

SP

<= 80 €/(gCO2/km)

Turbo with recuperation (TR)

<= 40 €/(gCO2/km)

48V Hybridization of powertrain 48VE-machine, 48V Battery, DC/DC Conv

Oil pump (OP)

<= 20 €/(gCO2/km)

Water pump (FMEP+control) (WP)

Active shutters (AS)

<= 10 €/(gCO2/km)

Steering pump (SP)

Vacuum pump (VP)

Engine encapsulation (EE)

OP

TR

VP

EE

WP

48V

Summary of all features

35€/g CO2 km


➢ 48V Mild Hybrids will achieve significant market share

➢ Overall CO2 Reduction from 20,5 up to 21,7% in WLTC

➢ Dedicated 48V Base Engine

➢ Powertrain Vehicle integration

➢ Energy Management

➢ Thermal Management

➢ Product Cost Improvement

Benefit from AVL’s system approach


Dedicated beltless engines for 48V introduced in 2017

M 264 – Der neue Mercedes-Benz 4-Zylinder Toptype-Ottomotor

mit 48V-Elektrifizierung

M 256 – the new Mercedes-Benz high-performance six-cylinder

in-line gasoline engine with intelligent 48V electrification

(SOURCE: DAIMLER AG, 38TH VIENNA ENGINE SYMPOSIUM 2017)


48V – AVL is ready

• The Ideal Base Engine for 48 Volts – Chances for Efficiency Improvement and Optimization of the Overall System Complexity (Aachener Kolloquium – Lecture Aachen & Beijing 2015)2015

• Engine Technology International – The optimized engine concept for 48 Volt (ETI 09/2016)

• Der Einfluss von 48 V auf Grundmotorreibungs- und Effizienzoptimierung –Ansatz zur Quantifizierung in zukünftigen Fahrzyklen (ATZ - Lecture 11/2016)

• Vehicle Integration of a new engine concept for 48 Volts – Opportunities for Efficiency improvement and optimization of the overall system complexity (Motorenkongress Baden-Baden –Lecture 02/2016)

2016

• The ideal Powertrain for 48V – Comprehensive Solutions to Efficiency and Cost Optimization (MTZ 05/2017)

• The tailored powertrain for 48V – Options for the Gasoline Engine –Chance for future Diesel Engines (HDT München - Lecture 04/2017)

• The tailored powertrain for 48V – Options for the Gasoline Engine –Chance for future Diesel Engines (Motorenkongress Baden-Baden - Lecture 02/2017)

• Elektrifizierung des Fahrzeugantriebs mit 48V Architektur (Essay SHW Geschäftsbericht 02/2017)

2017


AVL - Rightsizing the electrification

the tailored engine & powertrain for 48v · dr. helfried sorger avl list gmbh (headquarters)...

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