Alternative Propulsion Systems –
challenges and opportunities for small and medium sized vehicles
Markus Bichler
Advance Development – Hybrid-/EV-Powertrain
MAGNA Powertrain / Project House EU
A3PS Conference 2011 – Eco Mobility, 15th and 16th November 2011 / Austria Center Vienna
Rainer Schruth
Advance Development – Sustainable Propulsion
MAGNA Steyr Fahrzeugtechnik
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Economy
1. Shortage
of raw material
3. Environmental impacts
4. Globalization
8. Urbanization / Megacities
9. New forms of mobility
Mobility
2. Limited fossil fuels
5. Virtual Digital Lifestyle
6. Demographic change
7. Individualization
Society
New demands
for politics
and society
Global Megatrends
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Future Legal Requirements
European Union
• 130g/km in 2015 (43 mpg)
• 95g/km in 2020 (58 mpg)
• Local CO2 taxation
• Increasing gasoline prices
Japan
• 23% CO2 1995 2010
• 29% CO2 2010 2015
China
• 6.9l/100km in 2015 (34 mpg)
• 5.0l/100km in 2020 (47 mpg)
Australia
• 17% 2003 2010
Brazil
• Low tax on E100
California
• 40% mpg 2009 2011
• 80% CO2 reduction by 2050
• ZEV, PZEV rules
US Federal
• 35.5 mpg by 2016
• Gasoline $3/gallon
Canada
• Green levy
• 6.6l/100km (35.5 mpg) in 2016
• Quebec; 34.7 mpg in 2016
Source: GM, Hancock, 2010
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Emissions
CO2 Reduction Emotionality
Fuel consumption Comfort
Sustainability
Driving dynamics
Weight reduction
TCO
Emissions and CO2 as main driver –
attractiveness and emotionality as base
Powertrain Requirements
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Approaches for CO2 reduction
Potentials CO2 Reduction
62-69 %
Thermodynamic losses and
friction
4-17 %
Losses due to driving
behaviour
2-6 %
Braking losses
5-6 %
Drivetrain losses
4-7 %
Losses due to
rolling resistance
Only 15-20 % of the
total energy are
used for propelling
the vehicle
3-11 % Aerodynamic
losses
100 %
20 %15 %
Source: Frost & Sullivan
A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited
0
20
40
60
80
100
120
140
160
Additional Cost € for 1% CO2 Reduction
Source: Wallentowitz
Mild
Full
Micro
Measures for CO2 reduction
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Power source for Propulsion
– Varying degrees of electrification
– Source of electricity
Co
nven
tio
nal V
eh
icle
Mic
ro H
yb
rid
Mild
Hyb
rid
IC Engine
Fu
ll H
yb
rid
eMachine
Battery
Ba
tte
ry E
lec
tric
Ve
hic
le
Fu
el C
ell
Ve
hic
le
Ra
ng
e E
xte
nd
ed
Ele
ctr
ic V
eh
icle
IC
En
gin
eS
eri
es
Hyb
rid
Battery
eMachine
Fu
el
Ce
ll
Source of Power for PropulsionIC Engine eMachine
Source of
electricity
A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited
Source: CSM, Frost & Sullivan and MPT Analysis
Mild Hybrid___________________________
911,000 - Global
743,000 – Asia
30,000 – NA
139,000 - EUR
Full Hybrid______________________
4,786,000 - Global
2,022,000 – Asia
1,490,000 – NA
1,275,000 - EUR
BEV / FCV_____________________
969,000 - Global
511,000 – Asia
106,000 – NA
350,000 – EUR
0.8% 4% 0.9%
Regional Mkt
% of total in 2020
2020 Global Vehicle Market – 117,000,000
• Power-split transmission
• 2Mode
• Thru the Road – eRAD
• Serial Range Extended
Micro Hybrid___________________________
24,270,000 - Global
6,420,000 – Asia
485,000 – NA
17,300,000 - EUR
• eDrive
• Fuelcell
• Wheel motors
• ISAD – Integrated
Starter/Generator Device
• BAS+
• Stop / Start
• BAS – Belt Alternator Starter
• Combustion restart
21%
Global hybrid & electric vehicles sales 2020
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HYT – Hybrid Transmission: Benefits and Basic Idea
• Benefits of different transmission concepts– AT: torque converter effect
– CVT: free selection of ICE operating point
– AT/DCT: changing gears w/o torque interruption
– AT/DCT: use stepped gears to improve efficiency
– HYBRID: cover full range of hybrid operation modes(pure el. drive, boost, recuperation)
– HYBRID: minimize machine size/maximize utilization
• Basic Idea – Focus of investigations– Combination of epicyclic gearset as power-split device with
automated transmission
– Several fixed gear ratios for different driving modes(urban – interurban – highway)
– Smart actuatorics; shifting of modes possible without drag force interruption
– Non co-axial design (target FWD use)
– Transmission layout: two input/one output
Primary Concepts
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HYT – Hybrid Transmission: System Features
Source: Kücükay, F.
• Full hybrid functionality
Start / Stop, Boost, Recuperation, Load Point Adaption, Electric launch,
Electric driving (depending on installed ESS)
• Enhanced efficiency:
Increase power transfer from ICE via mechanical path
Decrease power transfer via less efficient electrical path
High efficiency due to discrete gear ratios / driving modes (at constant speed)
Optimized adaption to tractive power hyperbola
• Customer benefit
– Fuel efficiency and reduced CO2
– Electric drive experience
– Improved comfort / eCVT functionality up from standstill
• Challenge Cost-competitiveness
– Reduced electric component size / power, highly integrated
– Optimized cost-ratio between mechanic and electric components
– “Simple” mechanics within transmission
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HYT – Hybrid Transmission: Concept
ICEDisc
Clutch
PlanetaryGear Set
(Power split)
1st
Sub-Gearbox
2nd
Sub-Gearbox
Differential
1st
ElectricMotor
2nd
ElectricMotor
Dual Input Shaft Gearbox Layout Electrical Extension Unit
• Mechanics– Non co-axial design (target FWD use)
– Two input/one output arrangement (four speed)
– No fixed gears on the output shafts
– No reverse gear set electric drive (opt.)
– The two input shafts of the transmission and the ICE are connected using a double planetary gear set
– Lock-up clutch
– Shifting via dog clutches w/o synchronization
• Electrics– Two electric machines (motor/generator)
– A first machine (EM1) is connected to the hollow shaft carrying the sun and the odd gears (1,3) and is geared to transform it to high speed level
– A second machine (EM2) is connected to the solid shaft carrying the double planetary carrier and the even gears (2 and 4) and is also geared to transform it to high speed level
– Therefore it will be possible to use the next generation of high speed electric motors
Diff.
1.2. 3.4.
EM1
EM2
ICE
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ICE – Basic gasoline engine characteristic:
Pmax, ICE= 70 kW @ 6000 rpm
Mmax,ICE= 140 Nm @ 3000 rpm
Vehicle:
mVeh = 1650 kg
rdyn = 0,307 m
cx = 0,32
A = 2,22m²
HYT 4speed
HYT 2speed
0
10
20
30
40
50
60
70
0
10
20
30
40
50
60
70
80
90
100
110
120
130
0 2000 4000 6000 8000 10000 12000
Po
we
r
Torq
ue
Speed [min^1]
Electric Motor - Characteristic Curves
M_peak [Nm] M_cont. [Nm]
P_peak [kW] P_cont. [kW]
EM – Standard electric motor characteristic:
Ppeak = 35 kW @ 3500 rpm (30s)
Pcont = 20 kW @ 3500 rpm
Mpeak = 95 Nm @ 3500 rpm
Mcont = 54 Nm @ 3500 rpm
HYT – Hybrid Transmission: Concept
A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited
HYT – Driving Mode: Conventional in 1&2
Conventional 1. & 2. eCVT 2. Conventional 2. & 3.
Power/ torque (partly or complete) is used to
vehicle propulsion
Power / torque is used to electric energy recovery
Synchronization process of the shifting parts.
• Mechanics– 1st and 2nd gear engaged at same time
– This eliminates the DOF of the planetary gear set
– The total ratio is determined by 1st and 2nd gear ratio and the planetary gear set ratio
– Lock-up clutch engaged
– Boost with all power sources at once!
• Electrics– Two electrical machines are not used for driving
– The machines are rotating in a given speed ratio
– With separately excited synchronous machines SSM there is no electric energy necessary to keep the machines in sailing state. This motor technology provides the possibility to shutdown the electric machine completely. There is no drag torque produced by the electric motors
• Modes– Conventional - Generator
– Boost
– Pure electric drive (clutch engaged or disengaged)
– Recuperation
Diff.
1.2. 3.4.
EM1
EM2
ICE
A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited
Power/ torque (partly or complete) is used to
vehicle propulsion
Power / torque is used to electric energy recovery
Synchronization process of the shifting parts.
Conventional 1. & 2. eCVT 2. Conventional 2. & 3.
Conventional
1. & 2.eCVT 2.
Conventional
2. & 3.
• Mechanics– 1st gear shifted to 3rd gear
– In interim condition no engagement which allows for one DOF of the planetary gear set
– 2nd gear continuously engaged
– As soon as the synchronous speed for engagement of 3rd gear is reached the shifting clutch is engaged
– This requires a speed control of ICE and EM1
– Lock-up clutch engaged
• Electrics– First electrical machine EM1 used for supporting the
planetary gear set (generator mode)
– Second electrical machine EM2 can be used for additional driving (motor mode)
• Modes– During shifting: eCVT
– Before and after shifting: Conventional
Diff.
1.2. 3.4.
EM1
EM2
ICE
Diff.
1.2. 3.4.
EM1
EM2
ICE
HYT – Driving Mode: Conventional / Shifting 1&2 to 2&3
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MEA – Modular Electric Axle: Classification
Peak Power
Class I
15 - 35 kW
Class II
35 - 60 kW
Class III
60 - 110 kW
Cont. Power Up to 20kW Up to 35kW Up to 70kW
Nominal voltage level 150V - 360V 200V – 360V 360V - 400V
Peak Motor Torque 140Nm 240Nm 320Nm
Application Hybrid
EV
Plug in Hybrid
EV
FC
EV
Features Optional
disengage clutch
Optional
Integrated
parking pawl
Gear ratio
6:1 to 14:1
Motor diameter 145mm
Optional
disengage clutch
Optional
Integrated
parking pawl
Gear ratio
6:1 to 11:1
Motor diameter 180mm
Integrated
parking pawl
Gear ratio
6:1 to 11:1
Motor diameter 220mm
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Full Hybrid Retrofit Solution for A/B Segment
fro
nt a
xle
belt driven
front e-drive module
electrical rear axle
module (MEA)energy storage (Li-Ion)power electronics module
AC AC
DC
E-m
oto
r
1.2l 8V
44 kW HV
complete vehicle
integration
rea
r a
xle
HV
AMT TC
U
E-m
oto
rhybrid control unit
Hybrid Control Unit
(HCU)
ICE
EC
U
BM
S
• Demonstrator showing MAGNA competence in hybrid vehicle development
for very small and low budget car segment
• Modular hybrid topology with scalable components (e.g. MEA)
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Geometrical Integration of the components
Modular, scalable concept
with minimal changes
at a mass produced vehicle
Belt-driven starter-
alternator
Rear axle gearbox
Highly integrated Li-Ion battery and power electronics
Integration rear axle module
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eRAD – electric rear axle drive
• Integrated motor/gearbox and separated inverter
• Coaxial layout with 2-stage planetary gear set
(ratio 9.16)
• Electro-mechanic axle disconnect device with
integrated ECU and dog clutch for reduced spin
losses
• 3-phase AC brushless Interior Permanent Magnet
Motor (180mm diameter)
• Power/Torque
50kW/200Nm Peak – 30 sec duration
20kW/90Nm Continuous
• Liquid-Cooled for high continuous power
(6l/min. @ 65ºC inlet)
• Mass 48 kg
Through The Road Hybrid:
Enhanced performance and (electronically
distributed) All-Wheel Drive functionality
(eAWD), boost and recuperation, electric
driving capability
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eHub – electric wheel hub drive
• Electric wheel hub drive for hybrid vehicles (Add-on eAWD) or as main drive for electric vehicles
• Components: electric motor, inverter and controller, gearbox and housing
• Power classes
- Lower power class: 10-15KW, 400Nm
- Medium power class: 20-30KW, 600Nm
• Depending on the application, different motor technologies are available
• Liquid- and/or ail-cooling (application-specific)
• Integration in front- or rear axle module
• Design focusing on weight reduction, robustness and efficiency
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Final Remarks
• Hybridized vehicles are an answer for near future requirements
• Only modular and flexible solutions for mass produced vehicle platforms
have the chance for a positive business case
• Hardware and Software solutions have to be modular and easily adaptable
for all possible propulsion concepts
• MAGNA realized highly integrated solutions for small to large sized vehicles
with intelligent software
• The “retrofit” solution is an affordable and attractive answer for sustainable
mobility in the near future
• Micro / Low Hybridization is an essential contributor for the next decades
HySUV™ Mila EV
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Project House EU – FFG Headquarter
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Contacts
Markus BichlerHybrid-/EV- Powertrain
MAGNA Project House EU
MAGNA Powertrain AG & Co KGIndustriestraße 35
8502 Lannach, Austria
Mobile: +43-664-80444-3030e-mail: [email protected]
Rainer SchruthAdvance Development
Sustainable Propulsion
MAGNA Steyr Fahrzeugtechnik AG & Co KGLiebenauer Hauptstraße 317
8041 Graz, Austria
Mobile: +43-664-8840-6098e-mail: rainer [email protected]
Thank you for your attention!