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Fuel-Efficiency Technology Trend Assessment for Ldvs in China: Hybrids and Electrification

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Fuel-Efficiency Technology Trend Assessment for Ldvs in China: Hybrids and Electrification WORKING PAPER 2018-19 Fuel-efficiency technology trend assessment for LDVs in China: Hybrids and electrification Authors: Hongyang Cui, Guowei Xiao Date: 17 September 2018 Keywords: full hybrid vehicle, mild hybrid vehicle, plug-in hybrid electric vehicle, battery electric vehicle 1 Background Fuel eciency Fuel-consumption standards drive technologies down China’s use of fuel by the on- road sector and encourage the uptake of advanced vehicle-efficiency tech- Advanced Vehicle Thermal Hybrids and Transmissions nologies. Understanding the need for engines technology management electrifction a policy roadmap and long-term strat- egies to provide certainty for long- Figure 1 Categorization of fuel-efficiency technologies in the working paper term fuel consumption, technology advancement, and potential compli- technologies we considered include ance costs for manufacturers, China is the costs of applying those technolo- those that are available today and oth- looking ahead to advance post-2020 gies in the Chinese market will be. ers that are under development and standards for light-duty vehicles. This series of technical working expected to be in production in the In its “Made in China 2025” strategic papers aims to provide a compre- next 5–10 years. initiative (MIIT, 2015), China set a 2025 hensive understanding of the current fleet efficiency target of 4 L/100 km availability, effectiveness, and future This research relies on information for passenger cars, a 20% decrease market penetration of key fuel-effi- from publicly available sources, third- from the 2020 target of 5 L/100 km. In ciency technologies that manufactur- party databases, and information the Technology Roadmap for Energy ers are likely to use in China by 2030. from the participating partners. Our Saving and New Energy Vehicles This information enables a more accu- approach includes: published by the Society of Automo- rate, China-specific understanding of • A detailed literature survey, tive Engineers of China (SAE China, future technology pathways. including both Chinese and global 2016), a 2030 fleet efficiency target regulatory documents, official of 3.2 L/100 km was set. To evaluate We group technologies into several announcements, and industry and whether and how these targets can be categories: advanced engine, trans- academic reports. met, it is essential to understand what mission, vehicle technologies, ther- technologies will be available within mal management, and hybrids and • Analysis of databases from Polk the 2020–2030 timeframe and what electrification (Figure 1). The specific and Segment Y. Acknowledgments: The authors thank the Energy Foundation China for sponsoring this series of studies. We greatly appreciate the generous contributions of time by the following experts: Hao Wang (Automotive Data Center of the China Automotive Technology and Research Center [CATARC]); Tianlei Zheng and Xiang Bao (Automotive Standardization Research Institute of CATARC); Juan Zhang (China EV100); Xiaohua Ding (Shanghai EV Data Center); Sean Osborne (ITB Group); Haitao Wang (Corun); Baijie Zhang (China Intelligent and Connected Vehicles [Beijing] Research Institute); Jianhua Chen and Yan Xin (Energy Foundation China); and Zifei Yang, Aaron Isenstadt, John German, Dale Hall, Peter Slowik, Mike Nicholas, and Hui He (the ICCT). © INTERNATIONAL COUNCIL ON CLEAN TRANSPORTATION, 2018 WWW.THEICCT.ORG FUEL-EFFICIENCY TECHNOLOGY TRENDS IN CHINA: HYBRIDS AND ELECTRIFICATION • Conversations with manufactur- Table 1 Comparison of characteristics of internal combustion engine vehicles and ers, tier one suppliers, research electrified vehicles entities, and domestic and inter- ICE Mild Full national experts. vehicle HEV HEV PHEV BEV For each key technology, we discuss ICE + fuel tank Yes Yes Yes Yes No how it reduces passenger-car fuel 12-volt battery Yes Yes Yes Yes Yes consumption, its effectiveness in Components Motor/generator + higher voltage reducing fuel consumption, and its No Yes Yes Yes Yes traction battery current level of application or poten- (24V and above) tial application in the China market. Start-stop Possible Yes Yes Yes Yes Wherever applicable, we compare Regenerative braking Minor Yes Yes Yes Yes technology trends in China with those in the United States and the European Functions Electric power assist No Yes Yes Yes Yes a Union to reflect potential technology All-electric drive No No Yes Yes Yes pathways in the long term. Plug-in No No No Yes Yes Electrification degree of – Very low Low High 100% This working paper assesses technol- powertrain system ogy progress and new developments a Full HEVs can be driven in all-electric mode but for limited periods of time and at limited speeds. in hybrid and electric vehicles. can achieve a 10% fuel saving with in the working paper on advanced 2 Introduction an added technology cost of 5,000 engine technology in this series. yuan, based on a mid-size car. Com- Partly or fully electrifying a vehicle paratively, the ultimate form of elec- powertrain system can effectively trification, BEV, can eliminate 100% of 3 Hybrid electric vehicles reduce fuel consumption or even cut it direct fuel consumption at a cost of HEVs feature hybrid powertrain to zero. These technologies are known 25,000–58,000 yuan. systems that combine a conventional as hybrid powertrain systems or elec- ICE system with an electric drive sys- ICE vehicles with stop-start and tric drive systems. Table 1 compares tem. The hybrid system enables HEVs regenerative braking functions such the major components and functions to achieve fuel savings in a variety of four types of vehicles with electri- as Mazda vehicles with i-ELOOP tech- of ways. These include capturing fied powertrain systems, using internal nology are sometimes referred to as and reusing energy normally lost to combustion engine (ICE) vehicles as micro HEVs. However, they are not the brakes, or regenerative braking; reference. The electrification degree treated as a form of electrification in maintaining performance while using of a powertrain system increases from this working paper because they do a smaller, more-efficient engine; mild hybrid electric vehicle (HEV) to not have an electric motor to assist shutting off the engine at idle and at full hybrid electric vehicle to plug-in with vehicle propulsion. For these very low load conditions, cutting fuel hybrid electric vehicle (PHEV) to bat- micro HEVs, the ICE is the only power consumption to zero; and enabling the tery electric vehicle (BEV). source of the wheels. Their low-volt- age batteries can be used only to engine to run at lower speeds where A 2015 study by the China Automo- power basic accessories such as com- it is more efficient. Other fuel-saving tive Technology and Research Center puters, lights, windows, and enter- measures are replacing the alternator (CATARC) indicated that fuel-saving tainment system. To provide power to with more-efficient motor/generator potential and added technology cost the drivetrain, a higher-power traction systems; replacing less-efficient rise with the electrification degree of battery pack and an electric motor are mechanical water and oil pumps with the powertrain system (Zhao, Wang, required. We regard stop-start and electrical pumps that operate only Yu, & Ren, 2015). The most basic regenerative braking as advanced when needed; and supplying the large form of electrification, mild HEV, engine technologies and discuss them amounts of electrical power required 2 INTERNATIONAL COUNCIL ON CLEAN TRANSPORTATION WORKING PAPER 2018-19 FUEL-EFFICIENCY TECHNOLOGY TRENDS IN CHINA: HYBRIDS AND ELECTRIFICATION by automated safety features, heated into belt-driven starter/generator motors have the ability to drive the seats, dynamic chassis control, and (BSG), integrated starter/generator vehicle on its own. However, vehicles other power-hungry components of (ISG), and P2 systems. A BSG system with a parallel configuration can be modern cars (German, 2015). replaces the conventional starter with either mild or full HEVs, depending on a high-powered electric motor that is whether the electric motor is used to A full HEV can be driven by only the connected to the engine shaft by a power the wheels independently. ICE, only the electric motor, or a com- high-tension belt. An ISG system com- bination of the two. With a mild HEV, bines the conventional starter and the electric motor can assist the ICE generator into a single machine that 3.1 CURRENT STATUS to power the drivetrain but is not used is fitted directly to the engine crank- HEVs are not classified as new-energy to drive the wheels on its own. In other shaft. The generator/starter of both vehicles1 (NEVs) by the Chinese gov- words, a mild HEV cannot run on only BSG and ISG can work in both direc- ernment and thus do not enjoy the its electric motor. tions to capture braking energy, or to same set of fiscal and administrative provide power assist to the engine. A incentives as BEVs and PHEVs do. Based on the configuration of the P2 system is just an ISG with an addi- These include national purchase sub- hybrid system, HEVs can be classified tional clutch between the engine and sidies, local purchase subsidies, vehi- into series hybrids, parallel hybrids, the motor and is so called because it cle registration privileges,2 and road and series/parallel hybrids. In a is a parallel hybrid with two clutches. access privileges. This makes HEVs series hybrid, only the electric motor relatively uncompetitive with BEVs can drive the wheels, using power Series/parallel hybrids combine the and PHEVs. The market penetration of from either or both the traction bat- benefits of series and parallel configu- HEVs in China’s new passenger vehicle tery and a generator run by the ICE. rations. A planetary gear or a clutch fleet was 0.06% in 2015 and 0.33% in The proportions of power coming pack is used to control whether the 2016 (Northeast Securities, 2017). By from the traction battery and the ICE is connected to the drivetrain.
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