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Split micro-Hybrid breathing for Highly Diluted CombustionAnna Stefanopoulou (PI), University of Michigan
Jason Siegel (co-PI, UM), Swami Subramanian (EATON),Robert Middleton, Shima Nazari, Rani Kiwan,
Bryan Maldonado and Chuck Solbrig (UM)
Monya Bransky (EATON), Scott Hotz (SWRI)
Enable a 20% increase in fuel efficiency through
highly diluted combustion at half the cost of a full
hybrid targeting $60/%FE
Project Goal
Fed. funding: $1.9M
Length 36 mo.
Shown 37% fuel economy improvement (52 mpg)
on the FTP75 cycle with 0.6s tip-ins.
Current Technical Status
2015 Open
U.S. DoE Award Number:
DE-AR0000659
Cost Effectiveness -- Target
1
Friction reduction
Variable valve timing
Variable valve lift
Gasoline direct injection
Turbocharging
& downsizing
Diesel
HEV
xEV MPGe
(estimated)80% of full
hybridization benefit
with 50% of the cost
fast as
naturally aspirated
Anna Stefanopoulou, black symbols-NRC data, red symbols -NHTSA
Perc
en
t R
ed
ucti
on
in
Fu
el C
on
su
mp
tio
n (
%)
Technology Cost ($)
100% of full
hybridization benefit
with 50% of the cost
when eco-driving
Pulley
BrakeCarrier
Sun
Ring
Bypass
Valve
Motor
Engine
Supercharger
Battery
+ −
Electrically Assisted Variable Speed
(EAVS) Supercharger (from EATON)
Power Split Supercharger
• Mild hybridization (48V)
• Start-stop
• Limited regenerative braking/torque assist
• Boosted engine
• Down sized/right sized engine
2
Hardware (Open 2015)
+ −
Baseline
Turbocharged
1.6L EcoBoost
+ −
+ −
Dual Motor
(eSC+ SGM)
(Big Motor)
Full HEV
Hybrid Powertrains
Power Split
Supercharger
with cEGR
+ −
3
Architectures Considered
(Single Small Motor)
Power Split
Supercharger
+ −
Turbocharged 1.6L
EcoBoost (Baseline)
Engine + PSS
2 s
0.6 s
Time [s]
Torq
ue [
N.m
]
Coordinating actuators
nine air +spark+VVT
Highlights:
Power-Split Supercharger Performance
5
Maximum torque with
supercharging
SC
only
SC or TA
Highlights:
Power Split Supercharger Optimization
Maximum torque with
naturally aspirated
Maximum
torque with
torque assist
Crank
torqueEngine
speed
𝜏 𝑐𝑟
Simple rule: Use the supercharger
only when you MUST!
35
40
45
50
55
Baseline EAVS -TA only EAVS+EGR EAVS+EGR +Start/Stop
FE [mpg]
6%17%
37%
FE Increase
FTP75
6
Experimental Fuel Economy Verification
800 825 850 875 900 925 950 975 1000 1025 1050recorder_time [s ]
TO
RQ
UE
.pro
c [N
m]
-80
-40
0
40
80
120
160
Ped
& T
hr [
%]
0
25
50
75
100
Veh
Spd
[km
/h]
0
50
100
EG
R [
%]
0
10
20
30
40
19_0117_FTP75_SCad.1156.mf4 TransRec[1]
Shaft Torque Target Shaft Torque Feedback
800 825 850 875 900 925 950 975 1000 1025 1050recorder_time [s ]
TO
RQ
UE
.pro
c [N
m]
-80
-40
0
40
80
120
160
Ped
& T
hr [
%]
0
25
50
75
100
Veh
Spd
[km
/h]
0
50
100
EG
R [
%]
0
10
20
30
40
19_0117_FTP75_SCad.1156.mf4 TransRec[1]
+− Motor
SC
Battery
Engine
Gearbox
ECMS
Shaft Torque Motor Torque
Pedal
Shaft Speed
Model
Dynamometer
PSS Mode
Hardware Engine
PSS
7Motor peak power in hybrid system
Turbocharged
Engine with PSS
Full HEV
NEXTCAR:
Comparison with Full HEV with Traffic PreviewLevel of hybridization with Eco-driving?
Velocity Profile Optimization: LA92
With velocity profile
optimization the mild hybrid
can be as efficient as a full
hybrid
On-Going:
+ −
Single motor or dual motors
+ −
0
10
20
30
40
FTP75 HWFET US06
EAVS eSC+SGM
FE
Incre
ase [
%]
Operation constrained to
boosting or torque assist
Cheaper
Boosting and torque
assist simultaneously
More expensive
1% more FE gain
on US06 cycle
8
PSS + cEGR has best cost effectiveness
Components PSS+cEGR Full Hybrid
60kW Motor
300V, 1.2KWh
EAVS / Electric Motor 1020 720
Battery / Alternator 340 1680
cEGR 212 --
Turbocharger -580 --
TOTAL $992 $2400
%FE improvement 24 28
Cost Effectiveness $41/%FE $83/%FE
CO2 Effectiveness $47/%CO2 $110/%CO2
Target
$1200
20
$60/%
$72/% CO2
+ −
9
Tech to Market: System Cost Effectiveness
+ −
Thank you!