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

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


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


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


Source: European Federation for Transport and Environment

2007 average NEDC CO2 Emission in g/km

proposed legislation 2020


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




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


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


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


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


Battery

IC Engine

Transmission

Electric Motor

Control Strategy

Predictable Trend Towards Integration Of New Elements In Powertrain Systems


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


Highly Flexible IC Engine:• Variable multi-stage turbocharging

• Variable multi-mode combustion• Multiple Fuel

• Adaptive control

IC Engine

Battery

Transmission

Electric Motor

Control Strategy



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




• 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




• Variable multi-mode combustion incl. biogas• Adaptive control


Flexibility by Hybridization:• From micro to full hybrid• More degrees of freedom due to additional

elements

IC Engine

Battery

Transmission

Electric Motor

Control Strategy



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


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


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


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



• Variable multi-mode combustion incl. biogas• Adaptive control


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


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


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


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


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


� 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


Questions

Thank You!!

Documents

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