MILD HIBRID - 48 V

Abdullah Demir, Dr.

 Future Powertrain
CO2 Reduction Roadmap

ɛ=Compression Ratio
FR = Friction Reduction
DI = Direct Injection
DZ= Downsizing w/ Turbo
SGDI = Stratified Lean Burn
CDA= Cylinder Deactivation
high ɛ= High Compression
BRS= Boost Rec. System
CVT = Continuous Variable
Tra.
cEGR= Cooled Exhaust Gas
AT8+ = 8/9/10 speed
Simulation for FTP75 test
cycle

boost recuperation system (BRS)

Richard Kohler, BOSCH POWERTRAIN STRATEGIES, Powertrain Strategies for the 21stCentury Conference, University of Michigan, July 19th, 2017
Richard Kohler, BOSCH POWERTRAIN STRATEGIES, Powertrain Strategies for the 21stCentury Conference, University of Michigan, July 19th, 2017
 12V/48V Electrical Architecture

48V Mild Hybrid Systems Market Needs and Technical Solutions, Ulf Stenzel, AVL Engineering and Technology, AVL UK Expo 2014 / Ulf Stenzel
48 VOLT: A PROVEN TECHNOLOGY TO REDUCE CO2 AND NOX EMISSIONS, www.clepa.eu, 2018
 Power-Split Hybrid: Toyota Prius, Lexus CT200h, Lexus RX400h.
Parallel Hybrid: Honda Insight Hybrid, VW Jetta Hybrid, Acura RLX Hybrid, Nissan Pathfinder Hybrid
Electric Vehicle Architectures Nan Qin Oct. 17 2016
Starter Motors and Generators - The BRS boost recuperation system:
increased power, enhanced comfort and lower fuel consumption

http://www.bosch-presse.de/pressportal/de/media/migrated_download/de/BRS_Broschuere_RZ_en.pdf, 2013
 12V/48V Electrical Architecture

48V Mild Hybrid Systems Market Needs and Technical Solutions, Ulf Stenzel, AVL Engineering and Technology, AVL UK Expo 2014 / Ulf Stenzel
 Powertrain Architecture - Optimized P2 Hybrid

Brian McKay, Ph.D., Benefits of a 48V P2 Mild Hybrid; www.continental-automotive.com; 30 September 2016
Powertrain Divisionhttps://www.arb.ca.gov/msprog/consumer_info/advanced_clean_cars/potential_efficiency_and_cost_benefits_of_48v_systems_and_synergistic_technologies.pdf
Range of 48V Technology Components Developed
By Clepa Members Today

48 VOLT: A PROVEN TECHNOLOGY TO REDUCE CO2 AND NOX EMISSIONS, www.clepa.eu, 2018
For hybrids vehicles, there is actually
a “roadmap” for 48-V integration.
The ratings (P0 through P4) actually
signify the degree of electrification,
where P0 signifies support for
stop/start and P4, where almost all
automotive appliances derive power
from the motor/generator.
Source: Continental (as reported by
Jalopnik https://jalopnik.com/everything-you-
need-to-know-about-the-upcoming-48-volt-
1790364465 )

https://www.powerelectronicsnews.com/technology/whatever-happened-to-the-42-volt-bus
Cossale, Marco (2017). Multi-phase Starter-Generator for 48 V Mild-Hybrid Powertrains. PhD thesis, http://porto.polito.it/2667599/ since: March 2017; Published version: DOI:10.6092/polito/porto/2667599
Cossale, Marco (2017). Multi-phase Starter-Generator for 48 V Mild-Hybrid Powertrains. PhD thesis, http://porto.polito.it/2667599/ since: March 2017; Published version: DOI:10.6092/polito/porto/2667599
 Inverter: convert DC to AC

Cossale, Marco (2017). Multi-phase Starter-Generator for 48 V Mild-Hybrid Powertrains. PhD thesis, http://porto.polito.it/2667599/ since: March 2017; Published version: DOI:10.6092/polito/porto/2667599
 Figure 1: System architecture of the 48 volt P2 hybrid vehicle ‘GTC2’
48 Volt Hybrid with e-drive features - Excellent fuel efficiency and Drivability; Electric & Electronic Systems in Hybrid and Electrical Vehicles and Electrical Energy Management ,17. – 18.05.2017, Bamberg
Stefan Lauer (Dr. rer. nat.), Continental Automotive GmbH, Regensburg; Friedrich Graf (Dipl.-Ing.), Continental Automotive GmbH, Regensburg; Moritz Springer (Dipl.-Ing.), Ford Werke GmbH, Cologne; Stefan Wechler (Dipl.-Ing. (FH)), Schaeffler Technologies AG
& Co.KG, Herzogenaurach
 P2 - System Architecture
The so-called P2 hybrid architecture was chosen for the GTC2 with the electric traction machine and the
additional K0 clutch being installed between the internal combustion engine (ICE) and the transmission (Figure
1). Hence drag losses in hybrid states such as recuperation, coasting (rolling with open powertrain), sailing
(driving electrically at constant speed) and pure electric driving are eliminated (Figure 2).
Special aspects of the chosen configuration are on one hand the integration of the 48 volt electric machine and
furthermore of the standard mechanical climate compressor in an axial parallel configuration. Adding an electric
in lieu of a conventional coolant pump it is thus possible to discard the conventional front end accessory drive.
On the other hand, a manual transmission car was selected to demonstrate the feasibility of a hybrid concept
which avoids the additional on-cost of an automated transmission system.
The combustion engine is the Ford 1.0L EcoBoost three cylinder gasoline engine modified with a higher
compression ratio (CR=12.0) in combination with a ‘late intake valve closing’ concept. It is enhanced by an
accordingly matched RAAX turbocharger [1], a 200 bar fuel pressure injection system, an electrically heated
catalyst (EHC, brand name EMICAT) and an engine control unit coordinating the entire powertrain. To counteract
the problem of knocking but also to further increase part load engine efficiency, the intake cam event length is
significantly increased (Late Intake Valve Closing (LIVC)). A further key engine component is the RAAX
turbocharger with a low inertia radial-axial turbine, which generates high boost pressure and fast pressure build
up even at low engine speeds. At the same time, with high gas flow rate at the rated power point, the exhaust
gas back pressure does not increase as strongly as it does with a standard turbocharger.

48 Volt Hybrid with e-drive features - Excellent fuel efficiency and Drivability; Electric & Electronic Systems in Hybrid and Electrical Vehicles and Electrical Energy Management ,17. – 18.05.2017, Bamberg
Stefan Lauer (Dr. rer. nat.), Continental Automotive GmbH, Regensburg; Friedrich Graf (Dipl.-Ing.), Continental Automotive GmbH, Regensburg; Moritz Springer (Dipl.-Ing.), Ford Werke GmbH, Cologne; Stefan Wechler (Dipl.-Ing. (FH)), Schaeffler Technologies AG
& Co.KG, Herzogenaurach
 P2 - System Architecture (cont.)
To comply with the emission legislation requirements and to maximize CO2 savings, an
electrically heated catalyst (EHC) is selected as ideal partner for a P2 hybrid system with its
frequent engine shut downs. The implemented EHC is a metal foil catalyst with an operating
voltage of 48 volt. It can be heated up rapidly with an electric power of 4 kW to its light off
temperature required for effective feed gas conversion.
From installation point of view, the centerpiece of the P2 system is a compact ‘hybrid
module’ which is integrated between the internal combustion engine (‘ICE’) and the manual
transmission meeting the package requirements of an east-west installation. It comprises of
a housing, a drive clutch (K1) and a decoupling clutch (K0), a belt drive system with
decoupling tensioner, an electric machine with integrated power electronics and a
conventional mechanical climate compressor. The E-machine is connected with an effective
transmission ratio of 2.7 to the driveline. Both clutches K1 and K0 are designed as normally
closed friction clutches and are controlled by corresponding clutch actuators along with a
dedicated clutch control software.

48 Volt Hybrid with e-drive features - Excellent fuel efficiency and Drivability; Electric & Electronic Systems in Hybrid and Electrical Vehicles and Electrical Energy Management ,17. – 18.05.2017, Bamberg
Stefan Lauer (Dr. rer. nat.), Continental Automotive GmbH, Regensburg; Friedrich Graf (Dipl.-Ing.), Continental Automotive GmbH, Regensburg; Moritz Springer (Dipl.-Ing.), Ford Werke GmbH, Cologne; Stefan Wechler (Dipl.-Ing. (FH)), Schaeffler Technologies AG
& Co.KG, Herzogenaurach
 Figure 2: Powertrain operating states
48 Volt Hybrid with e-drive features - Excellent fuel efficiency and Drivability; Electric & Electronic Systems in Hybrid and Electrical Vehicles and Electrical Energy Management ,17. – 18.05.2017, Bamberg
Stefan Lauer (Dr. rer. nat.), Continental Automotive GmbH, Regensburg; Friedrich Graf (Dipl.-Ing.), Continental Automotive GmbH, Regensburg; Moritz Springer (Dipl.-Ing.), Ford Werke GmbH, Cologne; Stefan Wechler (Dipl.-Ing. (FH)), Schaeffler Technologies AG
& Co.KG, Herzogenaurach
 48V Comparison: Belt vs. Flanged vs. Integrated Solution

Remark: For simplicity reasons, only these three main-stream examples have been chosen
Uli Christian Blessing , 48V: How much hybridization is possible with the new vehicle power?, 14th International VDI Congress, Friedrichshafen, GETRAG, 14th International VDI Congress, Drivetrain for Vehicles, Friedrichshafen June 2014, Uli Blessing
 48V Comparison: Belt vs. Flanged vs. Integrated Solution

* depending on battery performance

Uli Christian Blessing , 48V: How much hybridization is possible with the new vehicle power?, 14th International VDI Congress, Friedrichshafen, GETRAG, 14th International VDI Congress, Drivetrain for Vehicles, Friedrichshafen June 2014, Uli Blessing
 48V Comparison: Belt vs. Flanged vs. Integrated Solution

* depending on battery performance

Uli Christian Blessing , 48V: How much hybridization is possible with the new vehicle power?, 14th International VDI Congress, Friedrichshafen, GETRAG, 14th International VDI Congress, Drivetrain for Vehicles, Friedrichshafen June 2014, Uli Blessing
 Motivation for the 48 V P2 Topology

P2 topology attributes
• Located between ICE and transmission
• Max. recuperation capability (reduced drag
torque)
• Engine-off coasting
• Engine-off recuperation
• Pure electric drive (‘active’ sailing)
• Electric launch + electric creeping
• Conservation of air conditioning (engine-off
coasting, S/S phases)

Brian McKay, Ph.D., Benefits of a 48V P2 Mild Hybrid; www.continental-automotive.com; 30 September 2016
Powertrain Divisionhttps://www.arb.ca.gov/msprog/consumer_info/advanced_clean_cars/potential_efficiency_and_cost_benefits_of_48v_systems_and_synergistic_technologies.pdf
 Clutch Module

Brian McKay, Ph.D., Benefits of a 48V P2 Mild Hybrid; www.continental-automotive.com; 30 September 2016
Powertrain Divisionhttps://www.arb.ca.gov/msprog/consumer_info/advanced_clean_cars/potential_efficiency_and_cost_benefits_of_48v_systems_and_synergistic_technologies.pdf
 Belt Drive

Continental’s P2 design features a

drivetrain pulley sandwiched
between the engine and
transmission — and isolated
clutches when the vehicle is
powered with only electric power.
When the engine-side clutch opens,
the motor spins the transmission
input shaft with the belt and drive
train pulley.
Source: Continental (as reported by
Jalopnik) https://jalopnik.com/everything-you-
need-to-know-about-the-upcoming-48-volt-
1790364465

https://www.powerelectronicsnews.com/technology/whatever-happened-to-the-42-volt-bus
 Hybrid Transmission Kit: From 48V up to 360V Plug-In Hybrid

Changed stator windings and power connectors ensure easy scalability

Uli Christian Blessing , 48V: How much hybridization is possible with the new vehicle power?, 14th International VDI Congress, Friedrichshafen, GETRAG, 14th International VDI Congress, Drivetrain for Vehicles, Friedrichshafen June 2014, Uli Blessing
 Hybrid Transmission Kit: From 48V up to 360V Plug-In Hybrid

Changed stator windings and power connectors ensure easy scalability

Uli Christian Blessing , 48V: How much hybridization is possible with the new vehicle power?, 14th International VDI Congress, Friedrichshafen, GETRAG, 14th International VDI Congress, Drivetrain for Vehicles, Friedrichshafen June 2014, Uli Blessing
By areas, Powertrain needs seem different…

Powertrain Electrification for the 21st Century by Dr. Matti Vint PTS Engineering R&D Director, 07/23/2014
In reality there are large similarities in each segment

Powertrain Electrification for the 21st Century by Dr. Matti Vint PTS Engineering R&D Director, 07/23/2014
Powertrain Electrification for the 21st Century by Dr. Matti Vint PTS Engineering R&D Director, 07/23/2014
Primary Electrification - Classification Groups

Powertrain Electrification for the 21st Century by Dr. Matti Vint PTS Engineering R&D Director, 07/23/2014
System Comparison Hybrid systems vs main functions

Powertrain Electrification for the 21st Century by Dr. Matti Vint PTS Engineering R&D Director, 07/23/2014
FE Benefits from Stop-Start to 12v-48v Hybrids

Powertrain Electrification for the 21st Century by Dr. Matti Vint PTS Engineering R&D Director, 07/23/2014
Electric Supercharger - A smart way to use ‘free’ regen energy

Powertrain Electrification for the 21st Century by Dr. Matti Vint PTS Engineering R&D Director, 07/23/2014
Cossale, Marco (2017). Multi-phase Starter-Generator for 48 V Mild-Hybrid Powertrains. PhD thesis, http://porto.polito.it/2667599/ since: March 2017; Published version: DOI:10.6092/polito/porto/2667599
Cossale, Marco (2017). Multi-phase Starter-Generator for 48 V Mild-Hybrid Powertrains. PhD thesis, http://porto.polito.it/2667599/ since: March 2017; Published version: DOI:10.6092/polito/porto/2667599
Cossale, Marco (2017). Multi-phase Starter-Generator for 48 V Mild-Hybrid Powertrains. PhD thesis, http://porto.polito.it/2667599/ since: March 2017; Published version: DOI:10.6092/polito/porto/2667599
Cossale, Marco (2017). Multi-phase Starter-Generator for 48 V Mild-Hybrid Powertrains. PhD thesis, http://porto.polito.it/2667599/ since: March 2017; Published version: DOI:10.6092/polito/porto/2667599
Cossale, Marco (2017). Multi-phase Starter-Generator for 48 V Mild-Hybrid Powertrains. PhD thesis, http://porto.polito.it/2667599/ since: March 2017; Published version: DOI:10.6092/polito/porto/2667599
Cossale, Marco (2017). Multi-phase Starter-Generator for 48 V Mild-Hybrid Powertrains. PhD thesis, http://porto.polito.it/2667599/ since: March 2017; Published version: DOI:10.6092/polito/porto/2667599