Issue 66 FEV CUSTOMER MAGAZINE
"TURNKEY VEHICLE DEVELOPMENT FOR URBAN MOBILITY CONCEPTS"
PERSONAL PUBLIC VEHICLE Innovative car sharing solutions
FEV STUDY Impact of powertrain electrification
NOISE VIBRATION HARSHNESS Eff ects of automotive megatrends
FUNCTIONAL SAFETY Tailored process for prototype vehicles TABLE OF CONTENTS
Dear readers, PAGE 10 PAGE 14 PAGE 28
Restrictive emission limits, heavy traff ic With the transmission family for electric and parking problems – how is urban drives and a tailor-made process for the life developing in this context and how functional safety of prototype vehicles, we will we transport in the future? We would will also present selected solutions from like to give you an "urban" answer to this FEV. Furthermore, using the example of question with SVEN in this issue. The name BMW, we demonstrate how increasingly stands for a mobility solution that unites complex vehicle systems remain safe and all key trends of the automotive industry aff ordable on the soft ware side. in one vehicle. On the following pages, we present the development of SVEN, which is designed as a Personal Public We hope this issue off ers you the insights Vehicles (PPV) for urban car sharing. In needed to be successful and you enjoy this context, we spoke with the CEO of reading it. To stay up-to-date on FEV news share2drive and the head of development and for additional information, visit www. SVEN – A car sharing optimized Ways to low-emission powertrain Battery electric vehicle at FEV about the goals pursued by the fev.com. turnkey vehicle concept solutions Transmission electrically powered vehicle.
In addition, in this SPECTRUM, we present the results of a study that addresses the changes in the value-added structure resulting from the transition to electrified Dr. Michael Wilhelm 01 SVEN ‒ THE MOBILITY SOLUTION FOR URBAN CAR SHARING and fully electric drives. Against the back- Executive Vice President of FEV Group drop of today's legal requirements, we GmbH and Chief Sales Off icer The PPV as innovative solution for the SVEN – A car sharing-optimized turnkey also present alternatives for low-emission automotive trend “car sharing” 04 vehicle concept 10 drives. In another article, we examine the eff ects of automotive megatrends on NVH (Noise Vibration Harshness). 02 RESEARCH AND DEVELOPMENT
Ways to achieve low-emission FEV study: powertrain solutions 14 Powertrain electrification and its impact 18 on machinery industry and component suppliers Eff ects of automotive megatrends on NVH 24 Battery Electric Vehicle Transmission 28 Providing soft ware features quickly 36 Tailored functional safety process for prototype vehicles 42 The new Blackwing 4.2-liter twin turbo V8 engine from General Motors 46
03 NEWS
FEV Group continues strategic path of growth 52
2 3 01 SVEN ‒ THE MOBILITY SOLUTION FOR URBAN CAR SHARING PERSONAL PUBLIC VEHICLE (PPV)
PERSONAL PUBLIC VEHICLE (PPV) he urban mobility trait of car sharing. One of the main parts of (UMT),used in the context of the business model is the PPV – a vehicle shared mobility,describes rel- that was specially developed in coopera- evant forms of urban mobility tion with FEV and its subsidiaries for car Tservices from the perspective of individual sharing use. THE PPV AS INNOVATIVE SOLUTION FOR THE mobility needs and assesses business models with special vehicle concepts. Marketable vehicles AUTOMOBILE TREND CAR SHARING (Figure 1). From this, it becomes clear that for shared mobility mobility services with free-floating car Shared mobility is currently regarded as one of the most important topics in the automobile industry. Like all future sharing consist of sharing vehicles that New mobility services with UMT have a urban mobility concepts, it requires close integration with social future research. For new vehicle car sharing concepts, companies provide for their customers, disruptive influence on the existing val- recording all factors that involve costs and analyzing them in regards to their influence on cost eff ectiveness and who function as vehicle drivers. Generally, ue-added structure within the automo- vehicle construction is critical. FEV, share2drive, and the FH Aachen (University of Applied Sciences), together work on only a small number of people are trans- tive sector. This is due to actors from the the future vehicle classes of personal public vehicles (PPV) as a means of transportation and an interface between ported by free-floating car sharing and ICT and energy industries forging ahead public and personal transportation. the driving distances are generally less on the mobility market, bolstered with than eight kilometers. This diff ers from new business models and established ride selling, which includes companies mobility service providers. At the same such as Uber or Lyft . For these services, time, large Tier 1 suppliers in the auto- private individuals off er chauff eur services motive supplier industry are reorienting with their own vehicles or vehicles leased themselves to react to market changes, through the service provider themselves. including emerging vehicle manufactur- Ultimately, customer user needs decide ers. In addition to further diversification which mobility service they make use of vehicle models for end customers, we of. In addition to the cost of the trip, the can expect OEMs to increasingly focus on time required for users to reach their des- vehicles for mobility service providers [1]. tination is important.The convenience Various studies forecast that at least 10 of the service coupled with comfort and percent of vehicles worldwide will be used the potential added value experienced, for mobility services by 2030 [2]. such as being able to use the trip time for personal or business tasks, are also The competition for car sharing vehi- important (Figure 2). cle models is apparent. Whether these vehicles are designed according to the New approaches are necessary for trans- concept of “sharing a vehicle” or those portation services. Share2drive GmbH, of “sharing a ride”, “driver on board” or headquartered in Aachen, Germany, is “be the driver” will influence the vehicle’s carefully following this innovative ap- UMT. Vehicle concepts are only market- proach. This young company was formed able if they have solid market penetra- as a spin-off from the Aachen University of tion and an attractive total cost-for-ride. Applied Sciences. Their goal is to provide For a new vehicle concept, this means advanced mobility concepts in the area that all factors involving costs must be
Characteristics Possible requirements
Who drives the vehicle? Customer Chauff eur
What is shared? Vehicle Trip
Who owns the vehicle? Private individual Company
What is the urban driving distance? < 8 km > 8 km How many people will be transpor- 1-3 > 4 AT LEAST 10 PERCENT ted? OF THE VEHICLES WORLDWIDE What goods will be transported? Persons Commercial goods
WILL BE USED FOR MOBILITY Bus Ride haling Car Sharing (free floating) SERVICES BY 2030 Fig. 1: Various personal mobility requirements according to the UMT
The vehicle and mobility concept is based on a research corporation with FH Aachen. 4 5 01 SVEN ‒ THE MOBILITY SOLUTION FOR URBAN CAR SHARING PERSONAL PUBLIC VEHICLE (PPV)
recorded and analyzed. This includes the as “rolling devices.” Therefore, it is logical Exchange Group (ECIE) Standard. This includes three seat occupancy (1+2 seater) that is well developed and absolutely by superior crash safety (Figure 5). The vehicles themselves, their maintenance, to develop the requirement profile of a makes it possible to compare the ergo- in one row. The power train is coordinat- suitable for electronically driven urban special challenge of concept development and expenditures for infrastructure, ICT “perfect” sharing vehicle from a mobility nomic and technical vehicle packages ed and highly integrated as an eff icient vehicles. The technical data is completely is mainly the design of the frontal crash re- andactual operation. These costs must concept and business model, not by a across manufacturers. During hardware package with the floor assembly. A new competitive with 45 kW of drive power in quirements. The very short frontend forces be represented in a profitable business conventional customer analysis as is nor- concept development, a modular, easily body shell concept allows the windshield the front, a maximum speed of 120 km/h, the development into a radical structural model and it is important to consider the mally done. These sorts of requirements adjusted interior seat box is used to verify to be placed significantly farther forward. and a battery pack of nearly 20 kW/h. The design with four load path planes and influence of vehicle construction for each came from car sharing operations and the challenging interior specifications. An important design element for this is the range is at 80 km, even under extreme controlled deformation behavior. With a of the stated factors. joint research from the Aachen University Functional goals, such as for crashes, restored A pillar and very large glass pan- conditions, and is verified by a specially total deformation of approximately 350 of Applied Sciences andCambio Aachen, are secured by appropriate simulations els. Another component of the structural developed car sharing cycle. According to mm, a mean crash impulse of 31 g with The PPV as a new as well as from publications from the Ger- according to the finite element method concept is the driver door. A new swinging the share2drive business model, this de- approximately 60 mm of firewall pene- approach for shared cars man Federal Association of CarSharing with a program called LS-Dyna. or sliding door concept guarantees that pendably reaches the approximately two tration is reached. Deformations were e.V. (Figure 2). opening the door is a first-class experi- hours of operation that are required daily. kept away from the centrally designed The vehicles, including electric solutions, Dimensions and structure: The great- ence, even in narrow parking spots. which have been used for urban mobility The thought behind the concept of est challenge comes from the mobility services thus far only fulfill their purpose to the PPV is to develop a realistic vehicle standard of designing a vehicle in the M1 Design development: Before the design a limited extent because they were origi- that does not follow the current trend class. In this class, only vehicle lengths of is actually developed, the design DNA of THE CONCEPT OF THE PPV IS TO nally designed for end customer use. Fleet of “weightless” show cars, but that is a under 2.5 m (diagonal parking allowed) the PPV 1.0 is defined in an interdisciplin- DEVELOP A REALISTIC VEHICLE THAT operators only make minor modifications timely answer to the shared mobility and a width of approximately 1.7 m are ary development group. To do so, widely to the vehicles, especially in the area of requirements of the future. The vehicle allowed. At the same time, three people varying urban spheres of association are IS A TIMELY ANSWER TO THE SHARED access opportunities. However, the focus specifications created for the PPV 1.0 ad- have to fit into the PPV 1.0 in order to serve created first and approximately 250 draft MOBILITY REQUIREMENTS on special requirements for urban mobility dress European homologation. In package 95 percent of all conceivable trips. The designs are developed based on these operators and vehicle users based on car engineering, the development process standard that the interior should off er a associations. The draft s, which will be sharing concepts is increasing. At the same follows a unified representation of the friendly, spacious interior is an additional consolidated into two diff erent concepts time, vehicles for new mobility services in package information according to the design impediment. PPV is able to fulfill from the preferred association, will then Flex share from share2drive guarantees battery structure in side collisions. Crash a multimodal world must be understood European Car Manufactures Information this challenge with a one-box design that lead to the final concept decision. Aft er that the wireless charging processes will resistance is complied with almost 60 kN this step, the design is developed in a not fail. The conceptual decision of the for the roof crush resistance test according typical digital CAS (computer-aided styl- tandem electrical motor design with two to the FMVSS (Federal Motor Vehicle Safety Requirements from the car sharing mobility concept Requirements of the PPV ing) process before the targeted design small-diameter electrical machines in the Standards) 216. DNA can be implemented into the final front end is based on the advantages of Wide range of target groups (special focus on 18-40-year-olds) Unique, clear design design. In summary, PPV can be referred the crash design, as well as the demand Production advantages: The body shell High recognition factor Friendly appearance Modern, not wasteful, sense of security to as the world’s smallest self-driving bus. to provide an agile city vehicle. is a FlexBody, which is a body construc- tion kit that allows the development of 80 % “single trips” Three seater (1+2) with 2.5 m length The design language of the interior con- Safety requirement: In addition to the profile-heavy, lightweight bodies with a 95% trips with max. of 3 persons Variable useable space (e.g. stroller, bicycle) cept is very diff erent from the exterior and numerous measures in place to avoid hybrid design for vehicle projects with less 86% use to transport purchases High parking lot parking density relies heavily on the reduced commu- accidents, the PPV 1.0 is characterized than 10,000 production vehicles per year. Minimal parking lot management (perpendicular parking) Comfortable entry & exit (parking) nication DNA from the bus design and the IT world. The number of operation Very broad driver population Ergonomics for everyone elements for the PPV 1.0 was reduced to Very simple operation Super simple to use and intuitive IT HMI an absolute minimum and the focus was Reduction of interruptions and barriers No distraction from vehicle operation put on intuitive operation. The driver seat ~50% are infrequent drivers (1-5 uses/month) High degree of personalization is characterized by a modern, digital user Creation of a “quick” atmosphere of well-being PPV integrated into the Cloud interface, and the climate control design is Intense communication (operator, user, infrastructure, PPV) Spacious, airy interior based more on the urban spaces mindset and not on classic vehicle construction. Ten user changes per day per vehicle Integrated cleaning concept An interior cleaning concept optimized to Vehicles not treated carefully Robust the cost of each trip, appropriate variabil- Most common accidents are minor damages when parking Resistant to minor damages ity from the two-seater bench, omitting High urban agility Turning radius <8m; high performance up to 80km/h joints that collect filth, surfaces from Best urban vehicle safety Highest passive and active safety boat construction, a spray-on floor from Not more expensive than a conventional vehicle in spite of electric railway vehicle design, and consistently < 0,60€/km (Berlin) drive omitting "unnecessary" storage areas Integrated business model Wireless charging distinguish the interior as genuine car Investor-friendly production Max. 80 km/day & 10 users/day & 24/7 availability sharing useable space. Fig. 2: Vehicle requirements derived from mobility and business model needs; requirements came from car sharing operations in the joint research from the Aachen University of Applied Sciences and Cambio Aachen, as well as from publications from the The drive: The drive concept of the PPV German Federal Association of CarSharing e.V. 1.0 is mainly based on 400V technology
6 7 01 SVEN ‒ THE MOBILITY SOLUTION FOR URBAN CAR SHARING PERSONAL PUBLIC VEHICLE (PPV)
General crash requirements Rear-end collision By: Prof. Dr. Thilo Röth FMVSS216 – roof crushing ECER34, 0°, 100%, 38 km/h (Director of Automotive Laboratory ATZ & R-CAR IIHS, 16 km/h for Body Engineering and ECE-R42 Impakt FMVSS301, 80 km/h Vehicle Concepts at FH Aachen) Pedestrian protection TRIAS 33, 50 km/h Michael Pielen [email protected]
Klaus Wolff wolff @fev.com
Thomas Lüdiger [email protected]
REFERENCES Side collision Frontal impact [1] Kaas, H.W.; et al.: Automotive Revo- lution – Perspective Towards 2030. How the Convergence of_Disrup- tive TechnologyDriven Trends Could Transform the Auto Industry. McK- insey & Company, 2017 FMVSS208, 0°, 100%, 56 km/h Euro NCAP, 0°, 40%, 64 km/h ECER95, 90°, 50 km/h Euro NCAP – Pole, 90° [2] McKinsey & Company: Carsharing & FMVSS208, 30°, 100%, 56 km/h ECER12, 0°, 100%, 53 km/h Euro NCAP, 90°, 50 km/h FMVSS 214 NPRM, 75° Co.: 2030_über zwei Billionen Dollar ECER94, 0°, 40%, 56 km/h Frontal Pole, 30 km/h IIHS, 50 km/h FMVSS 214, 90° Umsatzpotenzial. Pressemitteilung vom 09.03.2017 [3] Anthrakidis, A.; Jahn, R.; Ritz, T.; et Fig. 3: Crash security of the PPV for the EU market and for additional urban accident scenarios al.: Urbanes eCarSharing in einer vernetzten Welt. SteinbeisEdition, 2013 Body structures can be developed and The PPV as solution for the In classic vehicle construction, the quickly prepared for production in a very short mobility of tomorrow advancing development of autonomous time with FlexBody by a standardized driving benefits customers with improved process, as well as stringent division of the Market development of new mobility comfort and safety. However, autonomous profiles and nodes (Figure 4). The greatest solutions off ers an interesting potential driving functions greatly exceed this in a advantage is the very low investment. for concepts that merge mobility needs, shared mobility world. In urban areas, they Construction methods with steel-inten- new business models, and vehicle con- make the mobility of the population and Design concept Material concept Production concept sive, and extremely high-strength mate- struction. The strong response to the PPV its logistical implementation possible. FlexBody Multi-Material Innofix Singleshot-Fixture rials are primarily used for the floor as- 1.0 off ers an answer to future mobility sembly of the FlexBody for the PPV 1.0. needs in a shared economy until 2020, Aluminum solutions primarily dominate as a special vehicle solution has already in the frontend and in the structure. A lad- initiated the PPV 2.0 "SVEN". der-integrated frame protects the centrally designed battery. The static torsional stiff - ness of the 140 kg body is at a high level, THE STRONG RESPONSE TO THE PPV 1.0 with a lightweight index of approximately AS AN ANSWER TO FUTURE MOBILITY Steel Boron (22MnB5) profiles 3. The body shell is produced in what are NEEDS IN A SHARED ECONOMY UNTIL 2020, CrNi / CrMo - steel profiles called Innofix single shot fixtures and is CFK structure Battery case in steel-aluminium designed for using a newly developed HAS ALREADY INITIATED THE PPV 2.0 Aluminium standart profiles injection gluing procedure. 7,000 PPVs "SVEN" Aluminium high-strength are planned to be produced annually in Steel standart profiles Aluminium LPD & HPD_Casting a two shift operation. Fig. 4: Structural concept – FlexBody as a multi-material lightweight body (source: Imperia)
8 9 01 SVEN ‒ THE MOBILITY SOLUTION FOR URBAN CAR SHARING PERSONAL PUBLIC VEHICLE (PPV)
PERSONAL PUBLIC VEHICLE (PPV)
SVEN – A CAR SHARING-OPTIMIZED TURNKEY VEHICLE CONCEPT
As urbanization grows, more and more cities face increasing congestion, air pollution, and parking shortages, leading them to ban vehicles and introduce tolls. Thus, the cost of owning a vehicle in the city is constantly on the rise. Car sharing can solve these problems – but only when you use the right vehicles. SVEN, the successor to the PPV 1.0 that was described in the previous article, was designed specifically with these kinds of problems in mind and is being developed by Aachen-based company share2drive in collaboration with FEV.
SPECTRUM spoke with Markus Volm (CEO of share2drive) and Klaus Wolff (Group Vice President for Vehicle Development at FEV) about the background and potential of the joint project known as “SVEN.”
From left : Klaus Wolff (Group Vice President for Vehicle Development at FEV) and Markus Volm (CEO of share2drive)
months, we found the partner we needed: What exactly is SVEN and FEV. They are helping us with complete how did you come up with the development of SVEN and moving the name? project forward by leaps and bounds.
Volm: SVEN stands for “Shared Vehicle Electric Native.” The first half, “shared How did share2drive and FEV vehicle” means that the fleet of vehicles start collaborating? can be jointly used by residents of the city – diff erent drivers, same vehicles. Wolff : Aachen is considered to be a The rest, “electric native,” speaks to the technological stronghold of mobility in fact that the vehicle is purely electric and Germany, and, with the ambitious SVEN therefore a zero-emissions vehicle, which concept, share2drive has already made is particularly important and sustainable a name for itself in this region. In turn, for urban and heavily populated areas. FEV, as a development service provider of complete vehicles, is always on the lookout for new approaches and solutions When did you come up with for mobility in the future. It very quickly the idea for SVEN and how did became clear that FEV can provide the the development proceed? professionalism crucial to the project’s development and help drive the project forward. We are so convinced by SVEN that Volm: We came up with the idea for the we have now even integrated share2drive vehicle nearly eight years ago in collab- GmbH into the FEV Group. oration with FH Aachen. We wanted to find a solution that would meet people’s current demands when it comes to mo- What do you see to be the bility in the city. Over time, we realized benefits of car sharing? that as newcomers, we needed not only an idea, but also strong partners with the industry knowledge necessary to help us Volm: Car sharing closes the gap between bring SVEN to the market. Aft er almost ten personal and public transportation. In
10 11 01 SVEN ‒ THE MOBILITY SOLUTION FOR URBAN CAR SHARING PERSONAL PUBLIC VEHICLE (PPV)
sharing vehicles with other residents Wolff : During development, it was import- can communicate with other vehicles of the city, you save on fixed costs that ant for us to find an aff ordable and easy and so that SVEN can take the needs of its you would normally have to pay if you way to repair “parking damage” in order drivers into account even before ignition: it owned your own vehicle. All the while, to significantly reduce operating costs, could set the desired temperature, adjust you retain the flexibility of being able to which play a big role in car sharing. We the seating position, or put on favorite drive wherever you want, whenever you also took care to ensure that the vehicle music – however the driver wants it. There want – without predetermined departure is very easy to operate and therefore can are also some other aspects that come times and routes. truly be driven by anyone. For instance, we into play – for example, diff erent usage SVEN provides the perfect solution for this. kept the number of buttons and knobs in models in the car sharing program or Car sharing provides a cost-eff icient way the vehicle to a minimum and emphasized cashless payment. of getting from A to B – without ongoing intuitive operation in general. Because expenses. SVEN is a fully electric vehicle, we also meet another important requirement: When will SVEN be available zero-emissions mobility, meaning cleaner on the market? What sets SVEN apart from air in cities and near-silent driving. Here’s other car sharing services? another standard we want to set: In the future, SVEN will also be equipped with Volm: You’ll be seeing SVEN on the road technology for, say, autonomous parking, in two to three years. We’ll be introducing SVEN redefines urban Volm: We are taking a new approach with saving time for its driver and passengers. SVEN to the general public at the Geneva Mobility: SVEN. We looked at the demands and Motor Show this coming spring, and then needs facing car-sharing vehicles in cities we plan to present a drivable prototype Maximum speed: 120 km/h today. That’s why we made SVEN extreme- How exactly does FEV’s ex- in fall 2019. 0–50 km/h: 5 s ly compact, so it is easy to maneuver and pertise come into the picture 0–100 km/h: 15 s fits in practically any parking space – even when it comes to SVEN? Maximum range (NEDC): 120 km sideways, due to its length of only 2.5 Spoken to: Minimum range: 80 km meters. We gave it a sliding door, which Markus Volm, Vehicle length: 2.5 m means you can enter and exit the vehicle Wolff : We support share2drive in various [email protected] Vehicle width: 1.75 m comfortably even when there’s not much areas, such as car body, interior, chassis, Vehicle height: 1.65 m space. At the same time, it can transport and powertrain, and can build on great Klaus Wolff Turning radius: 8 m up to three people despite its compact planning. In addition, we help integrate wolff @fev.com dimensions, and it also off ers enough ADAS components that SVEN will be room for shopping bags or larger luggage equipped with in preparation for auton- thanks to its trunk space and foldable omous driving. We also integrate systems seats. This is unprecedented. for vehicle connectivity to ensure that it
12 13 02 RESEARCH AND DEVELOPMENT EMISSION REQUIREMENTS
EMISSION REQUIREMENTS igure 2 provides an overview of vehicles. Similar low levels are seen for the eff ect on fuel consumption, while the the energy required throughout vehicles with fuel cell powertrains using one on the right shows the nitrogen oxide a vehicle’s lifetime, assuming hydrogen derived from renewable energy emissions. WAYS TO ACHIEVE LOW-EMISSION 168,000 km for diff erent power- sources. Ftrain designs. It shows that, in general, Even moderate hybridization (P0-MHEV), POWERTRAIN SOLUTIONS a significant reduction in energy con- In particular, improved battery recycling with a 48-V electric compressor, reduces sumption can simply be achieved with will lower the energy consumption of bat- fuel consumption by roughly 5 percent Increasingly rigorous legal requirements are having an unprecedented eff ect on trends in the hybridization of conventional vehicles. tery-powered vehicles in the future to a under all conditions. With more extensive the development of future powertrains. In particular, the rules on significantly lower fleet fuel level comparable to that of vehicles with hybridization (P2-HEV), fuel consump- consumption and stricter emissions targetsare placing huge demands on powertrain development. Therefore, the most practical method Figure 1 shows these requirements quite clearly. On top of that, legal certification cycles are appears to be a combination of electri- THE MOST PRACTICAL METHOD taking big steps toward real driving emissions (RDE), which represents a further tightening of fication, optimization of internal com- the requirements. bustion engines, and the simultaneous APPEARS TO BE A COMBINATION OF introduction of synthetic fuels. ELECTRIFICATION, OPTIMIZATION OF A battery electric vehicle (BEV) ensures INTERNAL COMBUSTION ENGINES, AND considerable reductions in local emis- THE SIMULTANEOUS INTRODUCTION OF sions, making them particularly suitable for heavily populated areas. Taking Ger- SYNTHETIC FUELS many’s energy mix into account, a BEV today requires roughly the same total hybrid and fuel cell drives. Below are two tion can be lowered by up to 20 percent amount of energy as a conventional vehi- examples of ways to improve conventional compared to a conventional powertrain. cle with a gasoline engine. This is based on combustion powertrains. A similar picture emerges when examining the assumption that the battery will need the numbers for nitrogen oxide emissions. to be replaced once in a 10-year timespan. Figure 3 illustrates the eff ect of hybridiza- The strictest future limits on emission For example, as soon as 90% of fuels are tion on the RDE of a modern diesel engine levels can be achieved with the aid of produced from renewable energies, the measured using Worldwide Harmonized hybridization. energy requirements for hybrid vehicles Light Vehicles Test Cycles (WLTC), as well with an internal combustion engine drop as under various severe, real driving con- Significant improvements in eff iciency and to levels below those for battery-powered ditions. The diagram on the left indicates emissions can also be attained in the area
Fig. 1: Changes in values for fuel consumption and emissions in Europe
14 15 02 RESEARCH AND DEVELOPMENT EMISSION REQUIREMENTS
Fig. 3: Eff ect of hybridization of a modern diesel engine on fuel consumption and nitrogen oxide emissions
Motorkennfeld mit Motorkennfeld ohne Wassereinspritzung Wassereinspritzung
Fig. 2: Energy requirements over the lifetime of diff erent powertrain systems, accounting for the eff ects of energy production
of gasoline engines. Figure 4 shows an FEV emissions now and in the future. Espe- By: demonstration vehicle equipped with a cially for inner-city applications, battery Bernhard Biermann water injector. There are various benefits electric vehicles appear to be an eff ective [email protected] to water injection. For one, it increases solution for ensuring completely emis-
the full load, which can be translated sion-free mobility in localized areas. Simi- / bar Mitteldruck ektiver eff into improved fuel consumption with a lar goals can be achieved with alternative corresponding increase in the gear ratio. fuels, such as fuel cell vehicles. As an alternative, the cooling eff ect of the The past has shown that development water on the combustion chamber can be will be driven by competing technologies, used to significantly reduce the need for ultimately leading to the best solution. Drehzahl / min-1 Drehzahl / min-1 enrichment. This will enable even stricter Fig. 4: Gasoline engine with water injection, a means of boosting emission limits projected in the future performance and lowering the need for enrichment be met. The amount of water consumed depends heavily on the driving profile.
Work is currently being performed on diff erent solutions for providing the nec- AS SOON AS 90% OF FUELS ARE essary water. One solution could be a PRODUCED FROM RENEWABLE ENERGIES, second tank, such as the urea tanks used THE ENERGY REQUIREMENTS FOR HYBRID in a similar fashion on diesel vehicles. Another direction being taken by devel- VEHICLES WITH AN INTERNAL opers focuses on capturing water inside COMBUSTION ENGINE DROP TO LEVELS the vehicle. BELOW THOSE FOR BATTERY-POWERED As a result, we can conclude that opti- VEHICLES mized internal combustion engines,in- cluding those connected with hybrid-
ization,can help lower CO 2 and exhaust
16 17 02 RESEARCH AND DEVELOPMENT FEV STUDY
FEV STUDY Electrification trends in the In Europe, USA, and China, the transi- is expected for 2030. Main driver for the passenger car industry tion from conventional to electrified high market penetration is a variety of powertrain systems will be happening regulatory programs pushing electric ve- In 2017, 90 million light-duty vehicles have significantly earlier than in less mature hicle sales, such as fuel economy targets, been sold globally increasing to 118 mil- markets. As a result, the number of in- electric vehicle sales quotas ("NEV credit POWERTRAIN ELECTRIFICATION AND ITS lion units by 2030. The three major auto- ternal combustion engines sold in these targets") and advantages for electric vehi- motive regions, Europe, USA and China, three markets in 2030 is expected to be cles in license plate assignments. IMPACT ON THE MACHINERY INDUSTRY AND account for approximately 60 percent of approximately 10 percent below the the global market. Between 2017 and 2016 sales volume. Hybrid drivetrains Change of manufacturing COMPONENT SUPPLIERS 2030, vehicle sales are likely to stay con- (including mild hybridization with 48V processes for powertrains stant in Europe and the USA. For China technology) are expected to account The transformation of passenger car propulsion systems from combustion engines towards electrified and all electric and the rest of the world, an annual sales for approximately 56 percent of sales. The manufacturing process eff ort re- powertrains is gaining traction. For the three main automotive markets - EU, USA and China - FEV expects battery growth between 1.5 percent and 4 percent The technological change also aff ects quired to produce a powertrain depends electric vehicles to account for 22 percent of sales by 2030, while full and plug-in hybrid vehicles account for another not only on the type of powertrain (e.g. 13 percent. This transition has a major impact on the automotive supply chain because an electric powertrain requires conventional, hybrid or battery electric), approximately 60 percent less manufacturing process eff ort than a conventional powertrain. On the other hand, the SALES OF ELECTRIC POWERTRAINS ARE but also on its technological complexity. manufacturing process eff ort of a plug-in hybrid powertrain is approximately 25 percent higher. Considering future sales EXPECTED TO INCREASE SIGNIFICANTLY Especially for conventional and hybrid volume of powertrains as well as their required manufacturing eff ort, FEV expects that manufacturing process related REACHING 20 MILLION UNITS BY 2030 powertrains, the technological com- value creation will increase by 1.7 percent annually between 2017 and 2030. However, some systems and markets will plexity is expected to increase towards face consolidation. Companies in the automotive supply chain need to assess their market positioning and re-allocate 2030. This will be mainly driven by fuel resources in order to actively shape the transition and participate in the growing business of electrified powertrains. is forecasted. Sales of combustion engine other components of the powertrain. The eff iciency improvements as well as pol- based powertrains (including hybrid elec- average number of cylinders decreases lutant emission reduction measures. tric drivetrains) are expected to increase by 8 percent from 4.3 to 4.0 due to an In consequence, the requirements for throughout 2025 reaching a maximum of ongoing trend towards turbocharged production technology also increase for approximately 100 million units, which three and four cylinder engines. these types of powertrains. represents a 12 percent increase com- pared to 2017. In the base scenario, sales Among the three key automotive regions, The results of a comprehensive cost of combustion engines are expected to the pace of the transition towards electri- analysis show substantial diff erences reach a plateau between 2025 and 2030 fied powertrains varies. In Europe, a share between conventional and electrified before declining in the long-term. Sales of 21 percent battery electric vehicles drivetrains. Compared to a combustion of electric powertrains are expected to is forecasted for 2030. A main driver for engine based powertrain, a battery elec-
increase significantly reaching this development is the regulation of CO2 tric powertrain has significantly higher 20 million units by emissions for newly registered vehicles, material costs, mainly attributable to 2030. which every vehicle manufacturer has to the traction battery. On the other hand, abide by individually. In addition, aversion the manufacturing process eff ort for an against combustion engine based vehicles electric drivetrain is significantly lower. is increasing in some parts of society and Especially those manufacturing pro- the acceptance of e-mobility is increasing. cesses, which currently dominate the The expected investments into charging production of combustion engines, are infrastructure and roll-out of electric vehi- reduced. Their overall value-add for a cle portfolios by many manufacturers are battery electric powertrain is 64 percent likely to facilitate the transition. For the lower compared to a mild hybrid power- US market, a lower sales share of electric train (note: a mild hybrid powertrain is vehicles (9% in 2030) is expected for 2030. expected to be the "standard" powertrain
Compared to Europe, the US CO2 emission in Europe by 2030). The extent of reduc- regulation is less stringent. In addition, tion varies between the individual man- electric vehicles are less suitable for av- ufacturing processes and ranges from erage US customers, which prefer larger approximately 50 percent to 80 percent. vehicles and are driving longer distances In contrast to that, the production of a This includes almost compared to Europe. However, in some plug-in hybrid powertrain requires 24 per- exclusively battery electric vehicles, regions of the USA, especially the coastal cent more manufacturing process eff ort while large scale market penetration of areas, a higher market share of electric ve- than a mild hybrid powertrain, because fuel cell based drivetrains is only expected hicle is expected. In China, a comparably a powerful electric drivetrain is installed for the period aft er 2030. high electric vehicle share of 29 percent in addition to the combustion engine.
18 19 02 RESEARCH AND DEVELOPMENT FEV STUDY
Global light-duty vehicles sales forecast in million units 2030 light-duty vehicles sales Manufacturing process costs (source: FEV) (Vehicle sales include passenger cars and light commercial vehicles up to 3.5 tons # Base scenario Source: FEV) following dimensions: regulation, technol- pected to be reached two to three years for additional business in the conventional ogy availability, infrastructure, behavior earlier than in Europe. The main reason is powertrain area. For the majority of combus- The development of the overall manufac- Increase of overall vehicle sales in FEV's Zero Emission of industry, economic aspects and social the distinct regulatory framework pushing tion engines, an increase of technological turing process related value creation can be China (23 million units in 2016; 32 Vehicle Index – A new acceptance. For each factor, the status quo e-mobility. For the USA, the equivalent at- complexity is expected due to application estimated by combining the manufactur- million units in 2030) monitoring system is recorded individually for diff erent markets tractiveness is expected only in 2028. of advanced engine technologies. In order ing process eff ort of individual powertrain (e.g. number of charging points in EU, USA Conclusions and recommended actions for to participate in the resulting value creation, types with their expected sales volume. However, the overall growth needs to The results outlined in the previous chapters and China). Additionally, the development suppliers of machinery and components market players have to gain or remain in be analyzed in detail. The development are based on FEV's baseline scenario for of the parameters until 2030 is forecasted. technology leadership position by contin- As a result, it is expected that manufac- of value creation varies significantly be- market penetration of electrified vehicles. Based on technological and economic Recommended measures uously improving their competencies and turing process related value creation tween diff erent powertrain components However, the success of e-mobility is un- assessments the diff erent parameters are for machines and capabilities. (excluding battery cell production) for and sales markets: The value creation for certain and depends variety of influencing normalized in order to integrate diff erent component suppliers The market volume of electric powertrain the combined EU, US and Chinese mar- internal combustion engines is expected factors ranging from regulatory boundaries dimensions into one single index value. components – applied in hybrid and battery kets will increase by 1.7 percent annually to decline by 1.3 percent per year for to social acceptance. The development of As a result, a forecast of the ZEV-Index val- Between 2016 and 2030, the manufacturing electric vehicles – will grow significantly. between 2016 and 2030. The negative the European market and it is likely to these influencing factors are decisive for ue is generated specific for each analyzed process related value creation combined In turn, new business opportunities will impact of the transition towards battery stagnate for the US. Only for China will the pace and the extent of electric vehicle market. An index value of 100 represents for the three markets Europe, USA, and arise for market players across the entire electric vehicles is expected to be over- we see an annual increase of 1.5 percent. adoption in diff erent markets. market boundary conditions, in which the China, is expected to grow by 1.7 percent automotive supply chain. Each company compensated by three major positive For electric powertrain components, As a consequence the most relevant fac- attractiveness of an electric vehicle is equiv- annually. The reduction of value creation should identify its individual opportunities impacts: applied in hybrid and all-electric vehi- tors should be identified, understood and alent to a conventional vehicle. Thereby the in the conventional powertrain area can to participate in these markets. Existing core Increase of hybrid powertrain market cles, a strong increase of value creation carefully monitored. For this purpose FEV ZEV-Index can be used as an instrument for be overcompensated by electrified pow- competencies and capabilities should be share, requiring high manufacturing (approx. 20 percent annually) is expected. developed a new framework, the “Zero development of market scenarios regarding ertrains, advanced technology application extended through dedicated build-up of process eff ort, Additionally battery cell production is Emission Vehicle Index” (ZEV-Index). Forty adoption of electric vehicles. Additionally, and increasing vehicle sales. additional know-how. Sustainable inno- Increase of complexity for remaining expected to account for another 11 billion diff erent influencing factors (i.e. parameters) the constant monitoring of key indicators By 2030, the number of combustion engines vation networks combining industry and conventional powertrains, Euro of manufacturing process related are included in the ZEV-Index covering the allows for quick identification of changes in sold in Europe, USA and China, is expected science can contribute to the development value creation. the e-mobility ecosystem in order to derive to decrease by 10 percent compared to 2016. of new competencies. individual needs for action. China continues to be the largest market for In this study the timeline for the transition For the European market, electric vehicles internal combustion engines. of powertrain systems is oriented on ex- are expected to be as attractive as conven- For the machinery industry, as well as com- pected vehicle sales. However, the impact tional vehicles by 2024. In 2016 the ZEV-Index ponent suppliers, the field of internal com- on the business of supplier of components value was only 47. The main drivers for the bustion engines will remain a substantial and machines occurs much earlier, be- steep increase towards 2024 are: business area. However, against the back- cause investments into R&D and manufac- Roll-out of a broad range of electric ground of consolidating markets in Europe turing require considerable lead time. As a vehicles by all major vehicle manufa- and US, individual market players should consequence the business transformation cturers analyze and adjust their business models process should already be ongoing or ini- Significant expansion of occasional and accordingly. In order to remain profitable, tiated immediately. Companies, which fast charging infrastructure allocation of development and production act fast and flexible, can foster their lead- Battery technology improvements and resources should be reevaluated. The grow- ership position and exploit the potential cost reduction ing market in Asia will continue to gain im- of additional business. In the long run, Broad social acceptance of e-mobility portance, so market players should consider participation in the market of electrified Expected global sales volume in 2030 Passenger car powertrain tupe forecast for 2030 in million units and increasing electric vehicle demand to intensify their Asian business by analyzing, powertrains is imperative for the economic (# Base scenario; vehicle sales include passenger cars and light (# Base scenario;) In China, parity of attractiveness between if sales and production structures need to success of suppliers of components and commercial vehicles up to 3.5 tons, source: FEV) electric and conventional vehicles is ex- be expanded. There are also opportunities machinery.
20 21 02 RESEARCH AND DEVELOPMENT FEV STUDY
1 3 Change in value creation from 2016 to 2030 in billion euro (CAGR ) Zero emission vehicle (ZEN) index for passenger car in Europe Breakdown of dimensions of year 2024 (# Base scenario; 1) all manufacturing processes excluding battery cell production, values shown represent manufacturing process related value creation (# Base scenario) (Each dimension is weighted individually for the calcula- (excl. material costs, overhead and profit); 2) incl. components for electric propulsion of hybrid powertrains (e.g. e-motor of plug-in hybrid powertrain); tion of the overall ZEV Index; source: FEV) 3) CAGR = compound annual growthrate; source: FEV)
Underlying study REFERENCES [1] Lüdiger, T.; Wittler, M.; Nase, A. [3] Glusk, P.; et al., This article summarizes a part of the re- VDMA study: Transformation of Electrified Future Of Mobility – Is sults of the study „Transformation of Pow- Powertrain - the electrification The Expected Value Chain Shift ertrain - the electrification and its impact and its impact on the value added Opportunity Or Threat For OEMs on the value added of vehicle powertrains of vehicle powertrains by 2030, And Suppliers? by 2030". FEV Consulting conducted the Frankfurt, 2018 study in collaboration with the German [2] Scharf, J.; et al. industry associations „Verband Deutscher Gasoline engines for hybrid pow- Maschinen- und Anlagenbauer (VDMA)“, ertrains - high tech or low cost? „Forschungsvereinigung Antriebstechnik 38th International Vienna Motor (FVA)“ and „Forschungsvereinigung Ver- Symposium, Vienna, 2017 brennungskraft maschinen (FVV)“. Three vehicle categories have been in focus and were analyzed separately: passenger cars, CAGR commercial vehicles, and non-road mobile +1.7% machinery. The three major automotive 99 markets Europe, China, and USA have been covered in detail, but the findings 78 16% are transferrable to other markets as well. 2% Electric powertrain2 The results of the study include a forecast of the sales volume of conventional and 61% Conventional powertrain electrified powertrains as well as an analysis 74% of the required manufacturing processes for diff erent powertrain types. By linking these Transmission two factors a forecast of the overall manu- facturing process related value creation has 25% 23% been conducted. 2016 2030 Year By: Thomas Lüdiger Value creation1 of powertrain by system in billion euro [email protected] (# Base scenario; 1) all manufacturing processes excluding battery cell production, values shown represent manufacturing process related value creation (excl. material costs, overhead and profit); 2) incl. components for electric propulsion of hybrid powertrains (e.g. e-motor of plug-in hybrid Dr. Michael Wittler powertrain; source: FEV) [email protected]
22 23 02 RESEARCHRESEARCH AANDND DDEVELOPMENTEVELOPMEM NT NOISENOISSE VIBRATIONVIBRRATIOON HARSHNESSHAARSSHNHNESE S
or some years, downsizing com- with an expected market share of about Shared NOISE VIBRATION HARSHNESS bustion engines to reduce fuel 12% in 2030. Fully autonomously driving consumption was an important vehicles can be expected to develop a very Different car manufacturers and mod- field of development, driving and diff erent environment from conventional els distinguish themselves from oth- Ffueling a number of research activities. vehicles. Connecting vehicles to each ers through various attributes. Besides EFFECTS OF AUTOMOTIVE Recently, electrification of the powertrain other, the road and the world is not only rather objective properties like weight, has become the a prerequisite to power, fuel consumption, size or price, MEGATRENDS ON NVH strongest trend with enabling auton- soft skills, such as exterior and interior
regard to CO 2-em- omous driving, it design, and NVH are more important Several trends in the automotive industry, driven by social and political changes, as well as new technology mission reduction. CUSTOMERS will also provide selling points. FEV uses evaluation cri- possibilities, will cause fundamental changes for future vehicles and will strongly eff ect vehicle NVH requirements. Hybridization in drivers and pas- teria to describe a vehicle’s NVH char- Four megatrends are summarized by the acronym CASE: Connected, Autonomous, Shared and Electric. varying degrees is HAVE CERTAIN sengers various acteristic. Two very important param- already widespread EXPECTATIONS information. eters of these are applied to describe in the automotive a vehicle’s NVH: comfort and dynamic. It’s been scientifically proven that human-made carbon dioxide (CO2) emissions contributes to global warming, and CONCERNING BRAND This, too, will since then, strategies to reduce traff ic-related CO2-emissions have been a major factor in (conventional) powertrain market. For the have an impact These parameters are determined by and vehicle development. European market, SOUND AND THE on the NVH prop- jury evaluations or are calculated from FEV expects a ma- SOUND CHARACTER erties demanded objective sound characteristics. Gen- jor shift towards from the vehicle. erally, vehicles that are more dynamic plug-in-vehicles, tend to be observed less pleasant. with a final distri- The new trends bution mainly dependent on customer in automotive industry raise many ques- If vehicles of the future are shared be- preferences. tions for current and future development: tween many users, not just by one, how How will the car of tomorrow look? What should the vehicle be positioned on a A second trend that is already visible is will it be able to do and how will it sound? map that shows comfort and dynamic the increasing degree of shared mobility. What will the interior look and feel like? To ratings? A potential scenario is that fu- Recently, companies with a strong com- which extend can personal taste be ad- ture shared vehicles are tuned to the mercial focus have explored the field of dressed when cars are no longer personal current customer’s taste by active sound shared mobility with enormous growth property, but have largely become shared design, which may mean adding driving rates. With regard to ongoing urbaniza- goods? What kind of environment will the situation related noise shares by the tion and the population increase, the automotive industry create inside of an HiFi-system, as seen in Figure 1. demand for public and shared mobility autonomously driving car and which role can be expected to increase at the cost does NVH play in this environment? How The current vehicle user would be iden- of mmotorizedotorized individualindividual trafftraff iic.c. much and which information will be pro- tified by his or her chip-card, which Two more memegatrendsgatrends can be iidentifiedde vided acoustically, and how? For many of also stores their personal NVH pref- in thethe automotive worldworld andand areare largely these questions, there are answers and for erences. The systems in the vehicle, llinkedinked to eaceachh other:other: connectedconnected vvehicles some of them, none. However, FEV would which take active influence on the andand autonomous driving.driving. FEV FEV expects e like to off er some ideas and encourage interior noise, are then controlled by the firstfirst fullyfully autonomous cars in ~2027, you to develop some of your own. user preferences.
24 25 02 RESEARCH AND DEVELOPMENT NOISE VIBRATION HARSHNESS
Connected between the loudspeaker and interior dustry, vehicle electrification off ers inter- must be implemented. esting possibilities: Connected vehicles will have increasingly Autonomous: Option to create more more access to various types of informa- Irritating interior noise: Although electric quiet and comfortable interior noise, tion. Some of this information will be used vehicles are oft en considerably quieter and less vibration as it is expected solely by the vehicle itself, and some of than comparable vehicles with combus- from a driver not concentrating on the information will be forwarded to driv- tion engines, the interior noise is marked driving er and/or passengers. Such information by high-frequency noise components, Shared: Quiet electric vehicles off er will be presented visually, aurally or for which typically are subjectively perceived more options to create customized example by movements of the seat or as irritating and unpleasant. Tonal noise interior noise for the specific user by other features. However, this is largely components are especially critical. active sound design the situation today. Thus, the increased Connected: The sounds, which inform connectivity is expected to influence to- Masking: Moreover, disturbing noise is the driver about the surroundings, can morrow’s vehicles’ NVH rather indirectly no longer masked by combustion engine be created more discreet due to less by enabling other technologies like au- noise. That means, noise from the drive- masking noise of the drivetrain tonomous driving. train itself, as well as unpleasant noise shares from other vehicle systems, come Autonomous Fig. 2: NVH phenomena of electrified vehicles Electrification into the fore. Due to the missing noise from the ICE, road and wind noise will Autonomous vehicles off er the chance a conventional vehicle. His main interest A user surveillance confirmed this general pecially for the city-pod. Low-end torque The electrification of automobile pro- become more apparent. This frequency to use travel time for other things, which will likely be that the driving events do not evaluation. Together with experts for the and responsiveness will become less im- pulsion is probably the most advanced dependent background noise is used to can be for occupational or recreational disturb his activities like talking, reading, diff erent components and features of portant especially for the highway-pod. of the trends considered here. Electrified define target lines for other noise shares purpose. It is expected, that highly auto- talking on the phone, watching movies vehicle and powertrain, the relevance of Comfort-related NVH features, such as vehicles, whether hybrid or fully electric, from e-motors or transmissions. mated and connected vehicle concepts or working on a laptop. Maybe the only diff erent vehicle specifics of an automat- jerkiness of start, interior vibration, high have been successfully introduced in se- will enter the markets in the next ten to wanted disturbance is information from ed vehicles in relation to a conventional frequency quality of interior noise and ries production by many OEMs. Sound character/brand sound: The 15 years. Vehicles with diff erent degrees the vehicle, such as when the estimated vehicle is derived (Figure 3). For the rating low- and high-speed boom are expected automotive industry has experience in of autonomous driving functionalities will arrival time is changing. Considering this, of the vehicle specifics, two very diff erent to be significantly more relevant for auto- Diff erent subject areas arise when NVH of designing the interior sound of vehicles be introduced step by step. it can be expected that all comfort ori- fields of vehicle application are distin- mated vehicles. Again, the importance of electrified vehicles is considered (Figure 2). with combustion engines. In addition, ented vehicle features will become more guished: a specialized "City Pod" vehicle is the NVH criteria diff ers according to the customers have certain expectations The transition from user driven to autono- important, whereas other features like ac- purely designed for mobility within a city vehicle use case, with the behavior at Safety: Some countries already prescribe concerning brand sound and the sound mously driving vehicles will have a strong celeration performance or engine power anda “Highway Pod” is designed for long vehicle start clearly more important for an additional vehicle warning noise for character regarding comfort and dynamic. eff ect on user expectations and thus on will become less important. Interior noise distance travel. In such a future mobility the city-pod, and high-speed behavior pedestrian safety. The challenge is not Quiet electric vehicles off er new creative the vehicle requirements. The user of a and vibrations (N&V) are main influencing concept, vehicle hubs can be assumed, more relevant for the highway-pod. to lose the advantage of traff ic noise re- prospects, which must be filled by re- fully autonomous vehicle does not actively factors for a comfortable impression of where the passenger changes from city- duction with quieter electric vehicles by sponsible engineers. More frequently, take part in the traff ic events; he is out of the surrounding, thus all comfort criteria pod to highway-pod and vice versa. By: deliberately created irritating warning synthetic sound is used to give the driver the control loop. His situation is similar of interior N&V will likely have a higher Dr. Georg Eisele noises. In addition, the warning noise load feedback and thus create a dynamic to a passenger in a train or a person in weight in the vehicle requirement book. According to this assessment, engine [email protected] should not be perceived by the driver or sound impression. the backseat of a chauff eur driven vehi- The dynamic and sporty oriented noise features, such as nominal power and passenger. Therefore, a good isolation Amongst other trends in automotive in- cle, but very diff erent from the driver of features will not be needed, as the user torque will become less important, es- will perceive them as interference.
Fig. 1: Target variants for positioning of Dynamic/Comfort-Ratings and possibility for tuning through Active Sound Design Fig. 3: Change in relevance for vehicle specifics in dependence of use case
26 27 02 RESEARCH AND DEVELOPMENT ELECTRIC DRIVE UNIT (EDU)
ELECTRIC DRIVE UNIT (EDU) Requirements for EDU Such vehicles face the challenge that ing actuation system should already have transmissions and both suff icient launch torque and a rea- the highest possible degree of maturity. development trends sonable maximum speed on the highway should be achieved. These commercial Particularly with the widely spread per- The trend towards battery electric ve- vehicles will quickly become established manent magnet synchronous motors, BATTERY ELECTRIC VEHICLE hicle will continue or even accelerate in in vehicle fleets for the distribution of operation mode sailing should be in- the future, as these concepts will make goods in cities and suburban areas. The troduced in addition to recuperation TRANSMISSION a significant contribution to meet the vehicle load spectrum and the com- during coasting or braking. To achieve future targets of fleet fuel consumption paratively simple setup of a charging sailing operation, the electric motor will The development towards battery electric vehicles will continue steadily in the coming years. and vehicle emissions. To be successful, infrastructure – each day the vehicles be decoupled from the driving wheels A main reason for this is the need to meet future fleet fuel consumption and emission targets. these new concepts in a "neutral function". This leads to a Through the progress to be expected regarding battery charging infrastructure, battery capacity, require modern and reduction in the drag losses of the electric suff icient driving range, vehicle weight and cost, the obstacles which may hinder this development intelligent solutions TO BE SUCCESSFUL NEW motor, which are essential and disad- will be eliminated. for their powertrain CONCEPTS REQUIRE MODERN vantageous for eff iciency, especially at and in particular for AND INTELLIGENT SOLUTIONS high vehicle speed and associated high This article deals with transmissions within the powertrain of battery electric vehicles. While their drive units. To shaft speeds. 1-speed transmissions are common and suff icient today for many vehicles, there are also find the best pos- FOR THEIR POWERTRAIN AND applications for which the use of 2-speed transmissions is advantageous. Reasons for this will sible solution, the IN PARTICULAR FOR THEIR There is a clear trend towards higher be presented. Furthermore, a modern 2-speed transmission family will be introduced which characteristics of integration levels, too. The electric drive ensures both load shift ing capability and sailing operation in addition to recuperation. different applica- DRIVE UNITS unit, consisting of inverter, electric motor, tions such as small transmission and heat exchanger merge or bigger passenger cars, light, medium return to a distribution center – favor to form an assembly extending far be- or heavy duty trucks or off -road equip- the introduction of vehicles propelled yond the sub frame providing advantages ment have to be considered carefully. exclusively by an electric machine. The regarding package, weight and cost. This With this multitude of possible applica- same applies to small municipal vehicles very elaborate complete system, tested tions, the variety of transmission con- such as road sweepers or forward-tipping "End-of-Line" in advance, will be supplied cepts has increased significantly. dumpers, which are used primarily in directly to the vehicle manufacturing inner-city areas. plant for installation in the vehicle. Many other criteria define the current development trends and influence the In addition, the high market pressure Considering these mentioned develop- selection of the right concept. As an forces all manufacturers to develop elec- ment trends, FEV has developed solu- example, the number of transmission tric drive unit concepts already with high tions for the drive units of battery electric speeds has a high impact on function, maturity, short time to market and devel- vehicles. These drive units are described complexity and therefore cost of the opment cost. Therefore, all selected main later in this article. The next chapter will vehicle. As single-speed transmissions subsystems such as electric machine, describe when multi-speed transmission are suff icient for many vehicles in many inverter and, if applicable, clutch includ- should be utilized and why. applications, 2-speed transmissions can increase both range and top speed while maintaining good drive-away per- formance. However, 2- or multi-speed transmissions in battery electric vehicles require power-shift capability to realize the smooth acceleration without inter- ruptions of the tractive force which is characteristic of electric vehicles.
The amount of gears has a direct impact on system performance and required E-Motor size, and it is thus heavily influ- encing total system cost. In particular, multi speed solutions are beneficial in vehicles with high wheel torque and relatively low power requirement such as delivery trucks of the 3.5 t class with emission-free operation in city centers. Fig. 1: Determination of Continuous Power Demand
28 29 02 RESEARCH AND DEVELOPMENT ELECTRIC DRIVE UNIT (EDU)
kW continuous and 280 kW peak are well in speed transmission with a fixed gear ratio. reach for available motor designs. In case It is not important whether the electric the requirements are outside the typical motor provides a large peak torque and range, either the vehicle level performance rather low maximum speed or vice ver- requirements must be re-considered or sa, as long as the spread value matches the electric motor must be upgraded in the target value of the vehicle. The gear terms of either peak or continuous power. ratio will be used to convert the electric Using the previous figures, target values motor values into the values required for continuous power, peak power, peak at the wheels. Figure 4 does display the axle torque and maximum wheel speed spread value of diff erent electric motors have been defined for given vehicle per- over their continuous power. It is visible, formance targets. that the achievable spread values do depend on the motor technology. The By multiplying maximum wheel speed trend line for axial flux motors does lie and required peak axle torque, a reference significantly below the one for radial flux value called “spread” can be calculated. machines due to the limited max speed of This reference value can be directly com- axial flux motors. However, by introducing Fig. 2: Determination of Launch Torque Demand Based on Acceleration pared to the “spread” of electric motors multi-speed transmissions, the available Fig. 4: Number of Transmission Speeds Based on Vehicle Performance Demands which can be calculated by multiplying spread can be increased by multiplying Selection of number of the 2:1 line, while some newer designs of their peak torque and maximum speed the spread of the motor with the ratio transmission speeds the 800 V class do lie above. Using this values. This direct comparison of vehi- steps of the multi-speed transmission. time-to-market and allows to create a wheel P can be added to the output shaft . Taking the target values defined before, it business case also for applications with Due to the implementation as a lay-shaft Figure 1 shows the power demand of dif- AS SINGLE-SPEED TRANSMISSIONS ARE becomes visible that the combination of lower volumes and more conservative transmission, the transmission ratios are ferent vehicle types for constant driving 140 kW continuous power with a spread launch scenarios, as no significant devel- selectable within a wide range. In this at an inclination of 3 percent. Using this SUFFICIENT FOR MANY VEHICLES IN requirement of 8.525 kNm*rpm can be opment eff ort has to be spent on complex example the ratio step was set to 1.6 in diagram, the required continuous power MANY APPLICATIONS, 2-SPEED TRANS- covered by either a radial flux machine sub-systems. order to achieve best shift comfort and of an electric drive unit can be determined MISSIONS CAN INCREASE BOTH RANGE paired with a single-speed transmission smoothness, as it is expected from a pure based on the top speed requirement of or an axial flux machine paired with a Figure 5 shows a photograph of the elec- electric vehicle. The value is similar to the the vehicle. Additionally, the secondary AND TOP SPEED WHILE MAINTAINING 2-speed transmission. Using this kind tric drive unit in hardware and a stick ratio step between 1st and 2nd speed of x-axis on top allows to directly convert the GOOD DRIVE-AWAY PERFORMANCE of diagram, the necessity of a 2-speed diagram of the gearset. In this gearset, an automatic transmission for the con- vehicle speed (km/h) into wheel speed transmission can be easily determined the first gear G1 with the driving wheel on ventional drivetrain. The selected gear (rpm) for a given tire radius. For a typical figure, it can be assessed if the defined cle-level required and electric motor-lev- based on the performance requirements the input shaft IS1 is assigned to clutch ratio step of 1.45 lies below this limit value. D-class vehicle, a continuous power of requirements for continuous and peak el available “spread” values is possible of a new application. C1. The second gear G2 with the driving 140 kW is required to reach a vehicle top power can be realistically delivered by a because torque and max speed can be wheel on the input shaft IS2 is assigned The maximum input torque of the trans- speed of 220 km/h or 1.705 rpm at the single electric motor. In this example, 140 adjusted and traded-off using a single Electric Drive Unit concept to clutch C2. The output shaft OS car- mission unit is 300 Nm, slightly lower than wheels respectively. utilizing a 2-speed dual ries both driven gear wheels, which are the theoretical short time peak torque of clutch transmission implemented as fixed wheels. If a park the electric machine. The torque-limiting Besides the continuous power and wheel lock function is required, then a park lock component in this concept is the dry-run- speed requirement derived from the pre- Considering the described development vious figure, peak power and peak axle trends FEV has realized diff erent 2-speed torque requirements can be determined concepts for EDUs (Electric Drive Units). using Figure 2 based on a desired vehicle acceleration from 0 to 100 km/h. The dia- As a first concept, FEV has designed and gram is based on standardized acceleration built a prototype of a 2-speed dual clutch simulations under consideration of wheel transmission, as seem in FIgure 5, with slip limits. For a typical D-class vehicle, a just a single pair of fixed gear wheels per peak axle torque of 5.000 Nm and a peak sub-transmission. It utilizes mature series power of 280 kW is required to achieve a 0 production components and sub-sys- to 100 km/h time of 5.5 seconds. tems, including electric machine, inverter, dual clutch unit, and actuation system Figure 3 is based on benchmark data of [3]. With this approach, the complexity various electric motors and displays the and therefore the production cost could ratio of achievable peak power (for at last be kept strictly within limits. In addition, 30 seconds) versus continuous power. this “off -the-shelf” approach helps to con- Most available motors do lie on or below Fig. 3: Ratio of Achievable Peak Power Versus Continuous Power siderably reduce development risk and Fig. 5: Electric Drive Unit with 2-Speed Power-Shift Electric Drive Unit from FEV
30 31 02 RESEARCH AND DEVELOPMENT ELECTRIC DRIVE UNIT (EDU)
Electric Drive Unit concept utilizing a Ravigneaux Up to 450 V battery voltage Power Planetary Gearset Phae current 70 kW continuous 400 Arms (1 min) 90 kW peak at 400 battery voltage In order to be able to cover the demands 200 Arms (1+h) Full powershift capability of high performance applications as well, ASIL C compliant Total EDU-weight of 80 kg a second powershift capable 2-speed con- Capability to run 3rd party code, e.g. shift YASA P400S axial flux machine for high power density cept was developed [5]. Figure 9 shows control soft ware SEVCON Gen5 inverter, ASIL_C compliant, with integrated diff erent views of the drive unit. To deal Low weight of just 6.8 kg FEV shift control soft ware with higher electric machine speeds and Direct plug-in connection between elec- Electric motor and inverter cooled by joint oil circuit higher torque requirements, a Ravigneaux tric motor and inverter, no phase cables planetary gearset (Figure 10) is used in- Other inverters applicable, too stead of the dual clutch transmission architecture. Fig. 6: Electric Drive Unit Specifications Fig. 8: Latest Generation: SEVCON Gen5 Size9 Inverter [2] In conjunction with this simple, combined planetary gearset, two brakes B1 and B2 reducing drag losses. dedicated EDU fluid, the motor, inverter ning dual clutch as it has been carried With no possibility of gear disengagement, power of the YASA P400 S electric machine are suff icient to realize two speeds. The Both brakes are actuated via an existing and transmission part use a common oil over from existing large-series production. attention must be paid to the permissi- is 90 kW peak and 70 kW continuous. small sun gear serves as the input. The series-production, on-demand actuator system. An electric oil pump draws oil This dual clutch also ensures the required ble rotation speeds of the clutch discs. The inverter belongs to the latest-gen- power is output via the ring gear. The from LuK. The unit, also known as HCA out of the transmission sump and feeds powershift capability of the electric drive Also, the input speed capability must be eration from company SEVCON [2]. The planetary gear carrier is fixed by brake (hydrostatic clutch actuator [4]), oper- it via an oil/water heat exchanger to the unit. The energy entry into the clutches is matched to the maximum speed of the AC interface has been slightly modified in B1 or alternatively the large sun is fixed ates with a brushless electric motor for inverter. From there the oil flows through lower compared to a combustion engine intended electric machine. Available dual order to establish a short, direct (plug-) by brake B2. With this gear set concept, each gear-shift element, which actuates the electric motor and subsequently back application, because they are primarily clutch systems have mostly been designed connection between the inverter and the diff erential speeds at open gear-shift a hydraulic master piston via a spindle. into the transmission, where the volumet- used as gear-shift clutches and the shift - for combustion engine powertrains and the electric machine, thus avoiding any elements can be reduced thus significantly Because of the leakage-free seals this ric flow is divided. One part is fed into the ing frequency is lower. With regard to the are typically not designed for the input separate phase cables. The inverter is decreasing clutch drag losses. In addition, system is very eff icient. Alternatively, main shaft of the gear wheel set, from thermal load, dry-running clutches are speeds of power-dense, high-spinning capable of being the master control unit the thermal capacity of brakes can be electromechanical actuation concepts where it not only lubricates the wheel suff icient across all vehicle classes. Also, electric machines. One exception is the for the entire drive system and can also scaled via the thickness of their (station- could be used thanks to the good axial set, but also cools the brakes as required. the drag torques are considerably lower P400 S motor from company YASA [1], integrate and execute 3rd party code, e.g. ary) steel lamellae without negatively accessibility of the brakes. The remainder is not drained into the compared to wet-running clutches. This is which is based on axial flux technology the shift control soft ware of a 2-speed aff ecting rotary mass moments of inertia. The electric motor and the inverter form a sump, but buff ered in a storage tank in- very important, as no gear can be disen- and which, both in terms of speed range transmission. It communicates with the As opposed to clutches, brakes avoid the compact unit and are bolted to the trans- side the transmission. From here, further gaged in a concept with only two speeds and form factor, is a perfect match to the actuation motors through a local CAN use of rotary joints or engagement bear- mission. Both subsystems – inverter and components are lubricated via various and no gear-shift actuating elements in chosen dual dry clutch system. The main bus. In this way, no additional control ings to actuate the gear-shift elements electric motor – are very well advanced in channels, including the gear meshes and the sub-transmissions. Figure 6 shows technical data of the machine is shown unit is required in the system Figure 8 and are thus significantly cheaper. The their series development. Therefore, they the bearings of the intermediate shaft . the main specifications of the electric in Figure 7. contains additional information about exclusive use of brakes was therefore an enable a short development period for An intelligent oil pump control strategy drive unit. With a battery voltage of 400 V, the output the inverter. important criterion in the selection of the the entire drive unit and thus rapid mar- allows the level of the storage tank and concept. The combination of brake B1 ket introduction. Oil cooling is required thus the oil level in the transmission to be with a one-way clutch enables the brake due to the special design of the electric varied, which makes a large contribution itself to be designed smaller, thus further motor as an axial flux machine. Using a to a reduction in churning losses and thus an increase in eff iciency.
Hydrostatic Speed sensor Transmission family brake actuators and construction kit
For economic and many other practi- Performance at 400 V DC: cal reason, it make sense to introduce a 360 Nm / 90 kW peak transmission family for battery electric Currently limited to 300 Nm because of dual clutch 230 Nm / 70 kW continuous vehicles, too. Such families with two to 8000 rpm maximum speed three transmissions are already realized Low e-motor weight of just 27 kg in conventional, transversely-mounted Variants up to 100 kW continuous power available (P400 HC) internal combustion engine drivetrains Oil cooling, joint circuit together with inverter covering the required torque range up to 600 Nm input torque. However, these transmissions sometimes contain dif- YASA electric motor and inverter Oil cooler Electric oil ferent base technologies, because the Fig. 7: YASA P400 S Electric Machine [1] pump Fig. 9: FEV High-Performance 2-Speed EDU characteristics of some technologies are
32 33 02 RESEARCH AND DEVELOPMENT ELECTRICELELECTRT IC DDRIVERIVE UNITUNIN T (E(EDU)EDUD )
Option: B1 -brake1 1-Speed 2-Speed Park Lock System B2 -brake2 Up-to maximum input torque of 300 Nm SL -large sun-wheel Up-to maximum input SS -small sun-wheel torque of 300 Nm Powershift capable OWC -one-way-clutch Recuperation und Sailing mode capable (Neu- 300 Nm Recuperation only Step-out -transmission output tral function) 120 kW cont. 1 Common design "Park- by-Wire" for all applica- shift -schematic: B1 B2 OWC Up-to maximum input torque of 600 Nm tions Up-to maximum input 1st speed x (x) torque of 600 Nm Powershift capable 2nd speed x Recuperation only Recuperation und Sailing mode capable (Neu- 600 Nm tral function) 200 kW cont. Fig. 10: 2-Speed Concept on the Basis of a Ravigneaux Set Fig. 12: Concept of a Transmission Construction Kit
By: not suitable for all vehicle classes. For function covers the requirements of pow- Ravigneaux gear set. By simplifying this Thanks to the compact unit comprising proposal presented in this article satisfies Dr. Ingo Steinberg instance, dry-running clutches as drive- ertrains with lower speed of the electric design the two variants with only one electric motor and inverter as well as the both requirements. [email protected] away elements in automatic transmis- motor and torques up to 300Nm. How- speed are realized focusing primarily on transmission architecture tailor-made for FEV has been able to combine available, sions are more suitable for lighter vehi- ever, the transmission is not suitable for low cost. For example a neutral function it, electric drive units with a high power mature components such as electric ma- Dr. Gereon Hellenbroich cles due to their lower thermal capacity, higher-speed electric motors on account to enable sailing is omitted. Figure 12 density can be realized within the con- chine, inverter and dual clutch unit with a [email protected] whereas wet-running clutches are more of the burst speeds of dry-running fric- briefly describes the structure of the con- struction kit presented. This amounts to newly developed 2-speed transmission to frequently used for heavy vehicles. tion discs. In addition, users would like a struction kit. an outstanding 0.6 kg/kW continuous for create an electric drive unit which is suited Peter Janssen FEV proposes a transmission family or solution for higher torques exceeding 300 If necessary inside the transmission, the the most powerful 2-speed variants. The for diff erent kinds of vehicles. It can easily [email protected] construction kit with a low variety of com- Nm. For these two reasons, motor speed parking lock is realized independently single-speed variants with their simpler be integrated into both existing and new ponents that covers diff erent variants, strength and torque capacity, FEV decided of the torque class. It is implemented structure are even better. At the same time vehicle platforms and enables manufac- Thomas Hamm characterized by the number of speeds, to develop the second 2-speed concept inexpensively and identically with a large the use of proven standard components, tures to enter the market of pure electric [email protected] the implementation of the parking lock, for the new transmission construction kit. locking wheel for all applications. The especially in the actuation and cooling vehicles quickly. Compared to 1-speed the implementation of the diff erential This construction kit consists in total of parking lock is actuated electromechan- areas, enables short development times. transmissions, this solution is superior in REFERENCES: gear and power-shift capability. four derivatives: two torque classes with ically as "park-by-wire" system which are both performance and system eff iciency. In conjunction with the YASA P400 elec- maximum electric motor torques of 300 becoming the standard and allow greater Outlook and summary Together with the YASA P400 S axial flux [1] YASA-P400 Series Product Informa- tric motor and its maximum speed of Nm and 600 Nm, each with one or two flexibility in the design of the man-ma- electric machine [1] and the inverter from tion, YASA Motors Limited, Abington, 8,000 rpm, the first transmission concept speeds. The 2-speed variants are based chine interface in comparison with the In comparison with internal combustion SEVCON [2], the concept forms a very short UK with power-shift capability and a neutral on the described EDU concept with a purely mechanical system. engine drivetrains, purely electrically and compact drive unit. [2] SEVCON Gen4 Size 10 AC Motor Con- propelled vehicles require more simple With the proposed concepts, four deriva- troller Product Information, Tyne transmissions. Product complexity will tives can be realized which are suff icient and Wear, UK decrease. The requirements for individual for the vehicle volume segment of the [3] G. Hellenbroich, P. Janssen, H.-P. La- Park lock system DC battery cables attributes, in particular the transmission transverse-mounted drive such as sin- hey, I. Steinberg, Integrated Electric acoustics and high input speeds, are in- gle-speed transmission up to 300 Nm, Drive Units including up-to 2 Speeds, creasing noticeably. single-speed transmission up to 600 Nm, Aachen Colloquium China, Beijing, Single-speed transmissions will be ade- 2-speed transmission up to 300 Nm and 2017 quate for most electric vehicles. Only the 2-speed transmission up to 600 Nm. [4] 10th Schaeff ler Colloquium 2014, need for a particularly high launch torque These four derivatives are also suitable Solving the Powertrain Puzzle, Trans- or a higher top speed justifies the invest- for ERAD systems (Electric Rear Axle Drive) mission Actuators ment in a 2-speed transmission. Out of of P4 hybrid vehicles. The volume per [5] I. Steinberg, G. Hellenbroich, J. today’s view, 3-speed transmissions will be derivative can thus be increased further. Nowack, Eff icient transmission kit in niche applications, such as sports cars. A parking lock system, if integrated in the for battery electric vehicles – Trends A 2-speed transmission needs to have transmission, must be "park-by-wire"-ca- and solutions International Vienna power-shift capability, because an inter- pable. The implementation of the parking Motor Symposium, Vienna, 2018 ruption in the traction force when shift ing lock is not influenced by diff erent vehicle gear in electrically powered vehicles will torques or performances. A uniform de- Intermediate shaft with Park lock system not be accepted by customers. When in- sign for all four derivatives is suff icient. park lock gear vesting in a 2-speed transmission, the Planetary gearset neutral function – where the electric mo- and brake assembly tor is decoupled from the wheels – must Fig. 11: Internal Views of the 2-Speed Power-Shift Transmission be planned for right from the start. The
34 35 02 RESEARCH AND DEVELOPMENT SYSTEM DEVELOPMENT
SYSTEM DEVELOPMENT System and Soft ware Business Model However, concentration on cost eff iciency does not resolve the Evolution trade-off to be made. Individual, mechanically driven vehicles are being replaced by integrated mobility systems including the Automotive system development is confronted with conflicting electrified drivetrain, vehicle-wide functionalities, user experi- requirements on the one side and market conditions on the other. ence and diverse traff ic scenarios. The integration is realized by PROVIDING SOFTWARE Customers require a quicker reaction of product development complex soft ware systems. If these are developed with the same to new technical trends. This results in a shorter time-to-market methods and processes as during the last decades, verification FEATURES QUICKLY dropping from average values of five years in the 1980s to three and validation eff ort will explode. E.g., the migration from a years in the 21st century [1]. Including upgrades and facelift s as state-of-the-art adaptive cruise control function to an auto pilot Modern vehicles are complex systems dominated by continuously evolving soft ware functions and highly cross-linked well, this even drops to a level of one to two years. With each results in a validation eff ort increase by a factor in the magnitude architectures. With shorter development cycles and increasing cost pressure, new approaches are required to provide system upgrade, customers demand more functionality at a of 100,000 [3]. Test eff ort, prototype vehicles and hence valida- safe and aff ordable mobility solutions. This paper tackles this by merging known computer science techniques with similar price level. If inflation is taken into account, this requires a tion costs explode at abovementioned budget restrictions. As state of the art methods of mechanic and electric engineering: systems engineering is consistently done in four required cost reduction of 4 percent every year pushing available a result, quality assurance is performed risk-based where taken layers while retaining agile eff iciency at the same time. Model-based requirements replace written text. Besides cost development budgets to steadily lower levels [2]. risks result in an explosion of soft ware recall campaigns in the reduction through maintainable and reusable documentation, this approach enables semi-automated test case past decade [4]. derivation cutting down testing eff ort. For the development of BMW's next generation electrified drivetrain eff iciency and quality objectives can be achieved. Thus, cost, quality and adaptability targets can be met at the same time.
SALES OF ELECTRIC POWER-
This article is an excerpt from the publication: "1. Kriebel, S., Richenha- TRAINS ARE EXPECTED TO IN- gen, J., et al.: High Quality Electric Powertrains by model-based systems engineering. CREASE SIGNIFICANTLY REACHING Published in: Proc. 26th Aachen Colloquium Automobile and Engine 20 MILLION UNITS BY 2030 Technology (2017), Vol. 1, pp. 211-222, ISBN 978-3-00-054182-7 "
36 37 0102 SYSTEMSYRESEARCHSTEM DDEVELOPMENTEV ANDELOP DEVELOPMENTMENT SYSTEM DEVELOPMENT
For deriving right countermeasures, the Model-Based System tencies between requirements and reduce case and context diagrams, defined in the weaknesses in current system engineering based on Soft ware the amount of defects and failures which MainSystem Subsystem Component first layer, activity diagrams and state charts need to be analyzed (Figure 1). Development Approaches would otherwise only be detected on later are defined during the function specifica- At the begin of the development of new verification levels. An easier communica- Customer Value Layer tion. These function models are defined in functionalities, system requirements and One main strategy to handle the mentioned tion is especially important in the context cooperation of specifier and tester to ensure MainSystem Context Border Context Border system architecture are diff icult to be com- conflicts between time-to-market, cost of large teams, interdisciplinary exchange that functional aspects, like correct failure pletely defined top down - they are usually reductions, arising quality issues and the and collaborations with external partners Function Layer handling, are also included. Based on these being elaborated bottom up during proto- increased validation time on vehicle level and internal departments (aspects, which models from the function layer test cases Topology type sessions to identify a desired behavior. is frontloading. This means it is necessary are all common in the automotive domain). Func. Concept Func. Concept can be generated automatically to fulfill the
However, description methods are missing to increase the eff orts in early development The System Modeling Language (SysML) Architecture Layer path coverage criteria C2c [20]. In addition, to document doubtlessly for all later stages steps like requirements development, func- is derived from the Unified Modelling Lan- the tester can configure specific aspects of what shall be contained in the system. As a tional design and architectural design [5]. guage (UML) which was introduced in the Interfaces Architecture Architecture the model, like specific input parameter consequence, the entire system architecture In fact, frontloading is not a new idea as it 1990ies [10, 11]. It provides a larger set of or decisions, to manipulate the test case Realization Layer is usually described incompletely and is shall help to reduce eff orts on the more structural and behavioral diagram lan- generation for context-related needs. therefore not maintainable. An incomplete cost-intensive verification and validation guages to specify systems from diff erent Implementation Implementation Implementation Exemplary activity diagrams, which are or even missing system architecture leads, tasks on Hardware-in-the-Loop (HiL) level viewpoints on diff erent abstraction levels, used for test case generation, are shown of course, to weak requirements on system or vehicle level. Furthermore, frontloading but does not provide a concrete process or Fig. 2: SMArDT methodology overview in Figure 4. Diff erent activities or decision level. Bottom up function level requirements is recommended by many standards like detailed guidelines which diagram types node can be classified to adjust the test have to be defined without taking consistent ISO/IATF 16949 and ISO 26262. However, it are to be used in which order or for which establish a complete tracing (as demanded plied for the structured documentation case generation for specific needs (e.g. test system interfaces into account. This causes cannot be easily applied as it needs an inter- level of abstractions. Similar to EAST-ADL, by standards like CMMI or ISO26262 [13, whereas the applied process is meant to step execution time/cost, requirements, multiple requirement alignment loops and disciplinary approach combining methods BMW has proposed a model-based sys- 14]). On the technical level a first separation be agile [17]. decision coverage). As the activity diagram hence early delay of project milestones. from known mechanic and electric engi- tem engineering approach called SMArDT between hardware and soft ware aspects is In the context of this paper we will focus on and internal block diagram of the function Hence, on a soft ware level, unit tests are neering techniques as well as computers ("Specification Method for Architecture, performed, which are then implemented on one of several possible new opportunities, layer are refinements of the use case and defined without consistent system and science approaches. Design and Test") which comprises four the fourth level. which are provided by a high quality set of context diagrams of the customer value functional requirements which leads to Model-based systems engineering focuses levels: Requirements level, function design SMArDT supports a systematic step-by-step semi-formal models: the semi-automated layer (see Figure 2) and the activity diagram additional integration loops caused by ob- on a continuously evolving model-based level, architectural level, hardware resp. model-based requirement and function generation of test cases [18, 19]. is based on the functional architecture de- ject code mismatches. development of architectures and require- soft ware design level (EAST-ADL: vehicle, specification due to the four abstraction scribed by the block diagram, the generated On a component level, test cases are not ments [6, 7, 8, 9]. While a systematic and analysis, design and implementation level), layers [15, 16]. In consequence, on each level Semi-automated test cases represent all the aspects defined complete, causing similar integration issues semi-formal representation of requirements as shown in Figure 2 [12]. the provided requirements and concepts Test Case Generation on both layers. on the vehicle level. These are mitigated by is more intensive in a first step, experience SMArDT combines a systematic vertical are reevaluated and detailed, which - in To be able to generate test cases from applying large vehicle fleets with intense from large scale soft ware projects shows refinement approach from layer to layer with terms of frontloading - ensures a very early The function models on the second layer activity diagrams or state charts, besides staff involvement: error identification time an increased product quality. The higher a horizontal hierarchical composition from verification and validation on the ongoing realized by activity diagrams, state charts a correct use of the SysML language, the is increased through failure detection on quality of documents resulting from front- the context of the overall engine to specific activities. Of course these steps are quite and internal block diagrams provide already explicit definition of expected output needs system level only, cost limits require a pri- loading activities reduces following costs for modules. From layer to layer additional re- time-intensive but provide also high quality enough information to generate test cases to be defined on an abstract level. While oritization of test maneuvers. validation significantly. High quality models quirements are identified and derived from artifacts which can be used to significantly for verification purposes automatically. this is common for state charts the activity will reduce communication eff orts, inconsis- higher level requirements, where suitable, to speed up the overall development process. A corresponding process is illustrated in diagram language has been adjusted to The mentioned abstraction layers are ap- Figure 3. Based on customer models, like use fulfill these needs. Besides these technical
system requirements System validation with missing & not complete large fleet and staff → costs System Req. System Specification Sign-Off system architecture Late bugs → production delay not complete
function requirements Component test cases not customer models test results not stable → early day complete Function Req. Verification Specification soft ware architecture not complete
Unit test cases not Test Generation Test matching with requirements Configuration Generation test cases platform specific function models function models testing with test-related Object code mismatches Keyword configurations Signal Data Dictionary Database Database Implementation
Fig. 1: Quality dilemma Fig. 3: Overview test case generation.
38 39 0102 SYSTEMSYRESEARCHSTEM DDEVELOPMENTEV ANDELOP DEVELOPMENTMENT SYSTEM DEVELOPMENT
Additional Eff ort (h) Test Cases (Amount) expected once the approach is established. of BMW's electrified powertrains. For the [10] Weilkiens, Tim In addition, not only the eff ort could be first time, model-based specification was REFERENCES Systems Engineering with SysML/ reduced, but also the quality of models applied to system level development of [1] Prasad, B. UML: Modeling, Analysis, Design is increased, because of the semi-formal automotive series products. Driven by a Analysis of pricing strategies for new Morgan Kaufmann, USA, 2008 nature of the introduced guidelines. systematic function architecture definition, product introduction [11] Rumpe, Bernhard Nevertheless, comparing the measured ef- more than 50 functions reflect the designed Pricing Strategy and Practice, Agile Modeling with UML: Code forts with ongoing traditional development, behavior of energy management, charging Vol. 5 Issue: 4, pp.132-141 Generation, Testing, Refactoring the expectations can already be matched, and torque provision. Considering coverage Bingley (UK), 1997 Springer International as reduced eff orts on requirement inter- criteria, test costs and execution time, test [2] Mohr, D. et al. Germany, 2017 pretation and verification tasks are already cases were derived semi-automatically The road to 2020 and beyond: [12] Cuenot, D. et al. Managing Complex- 4 12 3 17 40 223 5 14 1 1 2 5 A BCDEF negating the additional eff orts on function for defined model paths. At the end of the What’s driving the global automo- ity of Automotive Electronics Using Fig. 4: Additional eff ort for automated test case generation. specification level as shown in Figure 6. workflow, automatically executable test tive industry? the EAST-ADL 12th IEEE Interna- Based on the current experiences further sequences were produced. Mc Kinsey & Company, Inc. tional Conference on Engineering requirements, high quality semi-formal Functions" (MTSF). improvements on the test generation con- The overall development eff ort could be Stuttgart, 2013 Complex Computer Systems 2007 models, representing an abstract but dis- During the development, eff orts have been figuration are already identified to increase reduced while working within given mar- [3] Hübner, H.-P. [13] Paulk, Mark tinct functional description, are necessary monitored systematically to evaluate if the the quality of resulting test cases even more. ket and product milestones. Even more Automatisiertes Fahren – Capability Maturity Model for Soft - to generate test cases, which can be used proposed expectations are fulfilled. In Figure The overall process is supported by an inte- importantly, system quality is increased. Wohin geht die Fahrt? ware, John Wiley & Sons, 2002 to verify a system based on defined require- 5, a first evaluation on five diff erent functions grated toolchain as represented in Figure 7. A More test cases are defined, test coverage Proc. 18. Kongress Fortschritte in [14] Hillebrand, Martin ments. These models are provided by the is shown, which highlights the additional fluent connection between the tools DOORS, can be determined in early stages, bugs can der Automobilelektronik Funktionale Sicherheit nach ISO process and guidelines provided by SMArDT. eff ort on function specification level for spec- PTC, ECU Test and HPQC is established to be identified at earlier design stages. Also, Ludwigsburg, 2014 26262 in der Konzeptphase der ifier and tester to be able to derive test cases. sustain the ongoing industrialization. requirements, test cases and development [4] Steinkamp, N. Entwicklung von Elektrik/Elektronik During the system requirement and function In relation to the complexity of the function artefacts can be aligned easily and traced 2016 Automotive Warranty & Recall Architekturen von Fahrzeugen KIT specification phase labels from a keyword the amount of eff ort, but also the amount of Summary and Outlook doubtlessly. Report: Industry Insights for the Scientific Publishing, Germany, 2012 database are reused to define interfaces generated test cases, is increasing. Next steps will include the continuation of Road Ahead, Chicago, 2015 [15] Grönniger, Hans et al. and conditional aspects. These keywords Function A is the first measured function The MTSF system engineering approach system development on lower abstraction [5] Kriebel, Stefan View-Centric Modeling of Automo- are mapped to concrete platform-specific including diagnosis and safety aspects and tackles the current conflict between solid levels. Quality gains will be observed - when Economic High Quality Soft ware for tive Logical Architectures signals and their specific test execution. thereby highlighted the additional benefits requirements, test case and architecture reaching the vehicle test level, a significant Automotive Systems 4th European Congress ERTS - During the data dictionary implementation in the context of these areas. As a path-wise definition for complex systems and cost reduction of prototypes and debugging 3d Congress on Real Time, IN- Embedded Real Time Soft ware, step for each keyword (and related signals), test case generation requires logical branch- and time pressure due to mobility market phases is expected. The MTSF method will CHRON; Braunschweig 2011 Toulouse, 2008 a concrete test sequence is implemented es to increase the amount of test cases, error conditions. The method bases on mod- be expanded application-wise to other ve- [6] Wymore, A. Wayne [16] Grönniger, Hans et al. to be able to perform the initialization and detection and handling mechanisms highly el-based description of system function- hicle development domains outside the Model-Based Systems Engineering In: Proceedings of the Object-ori- evaluation automatically. Combining the increase the potential for automated test alities through clearly defined abstraction powertrain. Also, Failure-tree-analysis for e.g. CRC Press, Inc. USA, 1993 ented Modelling of Embedded mapping between keyword and signal da- case generation. levels. Semi-formal description enables eff i- safety applications will be facilitated. Next [7] Estefan, Jeff A.; Real-Time Systems (OMER4) Work- tabase (and their test implementation) with Regarding the measured eff orts it needs to cient requirement alignment and semi-au- method development steps will focus the Survey of Model-Based Systems shop, Paderborn, 2007 the semi-automated test case generation, be considered that the additional guidelines tomated test case generation. industrialization for large, distributed and Engineering (MBSE) Methodologies [17] Linz, Tilo the eff ort to define, setup and execute ver- for test case generation have been applied In this article, the design on the higher ab- cross-enterprise development teams. Here, Incose MBSE Focus Group 2007 Testen in Scrum-Projekten Leitfaden ification tests is reduced significantly. In the first time in a serious development straction levels was focused sharing appli- we especially expect further work on bridg- [8] Grönniger, Hans et al. für Soft warequalität in der agilen addition, because of the neutral nature of context. Thereby, reduced eff orts can be cation experiences for the next generation ing established development cultures of View-Centric Modeling of Automo- Welt dpunkt.verlag, 2. Auflage 2016 customer and function models the gener- computer and engineering science domains. tive Logical Architectures [18] Pretschner, Alexander et al. ated test cases can be reused for diff erent In: Tagungsband des Dag- Model-based testing for real. STTT platforms. 120% By: stuhl-Workshop MBEES: Modell- 5(2-3): 140-157, 2004 100% Dr. Stefan Kriebel, Vincent Moyses, basierte Entwicklung eingebetteter [19] Philipps, Jan et al. Application: Project "MTSF" 13% Dr. Georg Strobl Systeme IV. Informatik-Bericht Model-Based Test Case Generation 80% BMW Group 2008-02, CFG-Fakultät, TU Braun- for Smart Cards. SMArDT and the approach for semi-auto- 60% schweig, 2008 Electronic Notes in Theoretic Com- mated test case generation is currently used Dr. Johannes Richenhagen, [9] Kriebel, Stefan puter Science 80: 170-184, 2003 40% in an ongoing series development project Dr. Philipp Orth, Timing propagation in the develop- [20] Liggesmeyer, Peter Soft ware-Qual- to define BMW's upcoming generation of 20% FEV Europe GmbH ment of soft ware-based automotive ität: Testen, Analysieren und electric drives. In collaboration with the FEV 0% Prof. Dr. Stefan Pischinger systems 4th Symtavision News- Verifizieren von Soft ware Spektrum Europe GmbH and the Soft ware Engineer- FEV Group GmbH Conference on Timing Analysis, Verlag 2009 System Req. ing Chair of the RWTH Aachen University Function Requirements Verification Braunschweig Specification Specification Interpretation additional modeling guidelines for func- Christoph Schulze, Timo Greifenberg, 2010 tion models have been identified to allow a Traditional MTSF Prof. Dr. Bernhard Rumpe, semi-automated test case generation, called RWTH Aachen "Model-based Testing of Soft ware-based Fig. 5: Reduced eff ort due to MTSF
40 41 02 RESEARCH AND DEVELOPMENT FUNCTIONAL SAFETY
FUNCTIONAL SAFETY Preliminary item definition In this article, the transformation of a conventional powertrain into a P2 hybrid powertrain is chosen as an example for the prototype application. Besides the integration of a high-voltage system, the powertrain modification itself is safety-related, too, as will be shown for one its main functions, electric driving. TAILORED FUNCTIONAL SAFETY PROCESS The preliminary item definition describes all functionalities, operating modes, interfaces and operating conditions of the FOR PROTOTYPE VEHICLES system of scope, i.e. the P2 hybrid system in our example. This information is an essential input for the identification of potential risks resulting from malfunctions of the item. For the functional safety of series production road vehicles, the standard ISO26262 specifies a comprehensive development process from concept to production. For prototype and demonstrator vehicles, no dedicated functional High-level hazard analysis and risk safety standard is available and ISO26262 is not applicable, because the development eff orts would by far exceed the scope of a prototype build-up. Nevertheless, it is necessary to consider functional safety for prototype vehicles assessment in order to protect operators, passengers and persons nearby the vehicle from any harm caused by a malfunction. Main steps of the hazard analysis and risk assessment (HARA) An according documentation is essential, because it proves that the safety has been taken into account and safety are the selection of relevant use cases for the prototype vehicle, measures have been implemented. the functional hazard analysis (FHA) and the risk assessment of the resulting hazardous situations. The FHA assigns stan- Therefore, FEV has developed a tailored functional safety process for prototype vehicles, which is based on the main dard malfunctions (does not, too much, not enough, wrong tasks as defined in the concept phase of ISO26262, but with reduced complexity. These tasks are the preliminary direction/distribution, unintended, stuck) to each function. item definition, a high-level hazard analysis and risk assessment and the definition of safety mechanisms which Combined with the respective use cases, these malfunctions shall be implemented in the prototype vehicle. Furthermore, an iteration loop is included in the process, in order to result in hazardous situations. One example for the e-drive re-assess the remaining risk in combination with the defined safety mechanisms (Figure 1). function of the prototype vehicle is:
Function: Electric drive Use case: Vehicle is stopped at red traff ic light or at cross roads Malfunction: Unintended torque Hazardous situation: unintended vehicle movement, resulting in crash with crossing vehicle
42 43 02 RESEARCH AND DEVELOPMENT FUNCTIONAL SAFETY
the maximum wheel torque that the Risk Level Type of Safety Measure Re-evaluate risk electric machine can generate is lower Organizational measures (e.g. only drivers who have been trained to control the malfunction are than the brake torque which the vehicle Low driver can realize by pressing the brake allowed to drive the vehicle) pedal. If such boundary condition is not fulfilled or if it cannot be ensured, a more Evaluate Risk Actions needed? yes Define safety measures Medium Dedicated device to control malfunction (e.g. emergency stop button) + training of driver in its use conservative rating has to be chosen.
Monitoring device to prevent the malfunction (e.g. plausibility check in control unit, additional sen- no With E + C = 5 and S = 3, a “Medium” risk High sors) + secondary device like emergency stop button + driver training level is resulting, which requires safety End measures as described in the following Fig. 3: Risk level and type of safety measure paragraph.
Fig. 1: Iterative process for risk mitigation by safety mechanisms Derivation of safety measures the vehicle in urban traff ic, which has For the completion of the simplified func- By: The risk assessment of such a hazardous and a risk level is calculated instead of an In order to achieve the risk level “Accept- to be documented e.g. by an according tional safety process, it is important to Dr. Bastian Holderbaum situation is based on three criteria as Automotive Safety Integrity Level (ASIL) able”, safety measures have to be defined logbook in the vehicle. The C-rating is ensure that the defined safety measures [email protected] defined in ISO26262. Exposure (E) rep- as defined in ISO26262 (Figure 2). for the risk levels “Low”, “Medium” and reduced from 2 to 1 with this measure. are implemented and tested before the resents the frequency of the use case – The initial rating for the above mentioned “High” as shown in Figure 2. This will result in a “Low” risk according actual investigations with the prototype Marc Schneeberg not of the hazardous situation. Severity example will be as follows: to Figure 2, so that an additional measure vehicle start. This can be supported by [email protected] (S) is the rating for the harm that can be Exposure for standing at traff ic light For example, the “Medium” risk level can is needed. For example, the use of the check lists and tests of the vehicle on caused to somebody. And controllability / cross roads: E = 3 be reduced to “Acceptable” by several prototype vehicle could be restricted to the test track. (C) is a measure for the ability of the vehi- Severity for crash with crossing steps. The first step is the installation of drive cycles with less than 1 percent of Besides the achievement of technical tar- cle driver to avoid the hazard by his inter- traff ic: S = 3 an emergency stop button, which switch- operating time at traff ic lights and cross gets, a strict compliance with a safety-re- vention. Since the exact determination of Controllability for unintended es off the electric propulsion system. The roads. This would reduce the E-rating lated development and release process these criteria is quite time-consuming, a movement: C = 2 driver has to be trained in its use, e.g. by from 3 to 2, resulting in an “Acceptable” is mandatory also for prototype applica- simplified, conservative rating catalogue The C-rating is depending on certain inducing the fault on the test track. Only risk. Since the example described in this tions. FEV has developed the described is applied for the prototype application boundary conditions. In the example, trained drivers will be allowed to operate article represents only one situation out prototype process for this purpose and of numerous other scenarios, there might successfully applied it in several projects. be other risks that are rated as “High” and therefore demand further safety measures like monitoring algorithms. Such safety measures could then also be used for the mitigation of lower rated risks and allow to avoid restrictions like the limitation of use cases or operation of the vehicle by trained drivers only.
Fig. 2: Simplified rating scheme for the risk evaluation
44 45 02 RESEARCH AND DEVELOPMENT BLACKWING 4.2 LITER TWIN TURBO DOHC ENGINE
odern vehicles have experienced a rapid expansion Engine concept BLACKWING 4.2 LITER TWIN TURBO DOHC ENGINE in feature content as the price of computing power drops and consumer expectations increase. This The engine is an entirely new 90° V8 intended for the Cadillac added feature content requires even more packag- CT6 V, GM's top-of-range sedan. The main focus of the engine Ming space throughout the vehicle. The vehicle under hood area is to develop high torque at low-speeds in order to provide an is not immune from these advancements. Added packaging eff ortless driving feel. Key performance targets for the engine space is required for advanced braking systems, all-wheel-drive are shown in Figure 2. THE NEW BLACKWING 4.2 LITER TWIN TURBO transaxles, noise abatement insulation and resonance volumes, and advanced passenger comfort systems taking away space Maximum Power 410 kW (550 hp) @ 5,600 rpm traditionally available for the powertrain. As such, new and in- V8 ENGINE FROM GENERAL MOTORS Maximum Torque 850 Nm (627 ft -lb) novative designs are needed to create a more compact engine to fit in the space available. Low Speed Torque 650 Nm (479 ft -lb) @ 1,800 rpm General Motors has a storied history with V8 architecture engines that are renowned for their performance, durability and refinement. Furthering GMs expertise in V8s, this article describes an all-new 4.2 liter twin turbo, direct injected One concept which has become more common in the luxury Maximum Engine Speed 6,500 rpm DOHC engine which is exclusive for use in the Cadillac CT6 V. The engine produces high power at top-end speed but vehicle market is a turbocharged V8 engine featuring valley Emissions Certification ULEV / 125 was designed to provide an eff ortless driving feel by generating best-in-class torque at low and middle engine speeds. mounted turbochargers. This concept provides the benefits of The result is an engine capable of meeting the needs of a high power performance sedan while simultaneously Fig. 2: Engine performance achievements a low volume exhaust system that reduces turbo lag as well as providing the crisp throttle response of a luxury automobile. This article provides details of the new engine as well compact packaging to fit in the ever smaller under hood space. The CT6 V vehicle that the engine is custom designed for was as highlights of individual technologies that support the balanced performance of this engine. With the design freedom of a completely new engine architecture developed to off er an inline 4-cylinder and a 60° V6 as the primary available to the team, it was decided early in the program to propulsion systems. This made packaging of a DOHC turbocharged adopt the valley mounted turbocharger concept. This enabled V8 a challenge in both width and height. The engine is only avail- the development team to simultaneously meet the transient able in an all-wheel drive drivetrain further limiting the under hood response, peak torque and peak power targets. In addition, every space for the engine. As a result, the only 90° V8 twin-turbo engine aspect of the engine, from block height to the connecting rod concept that would fit in the vehicle was one where the exhaust bearing diameter, was scrutinized for maximum density without and turbochargers were located in the center of the valley with sacrificing the engine's performance or durability and robustness. the intake ports on the outside of the cylinder head.
Engine Configuration - 90° V8 Exhaust Valve Diam- mm 29 eter Displacement L 4.192 Exhaust Valve Lift mm 10.47 Bore mm 86 Intake System - Aluminum intakes with dual throttle Stroke mm 90.2 bodies Compression Ratio - 9.8:1 Charge Air Coolers - Two engine mounted water-to-air Firing Order (V8 mode) - 1-5-4-3-6-8-7-2 coolers Cylinder Block - Sand cast A319 aluminum, deep skirt Exhaust System - Integrated exhaust manifolds and w/ cross bolted MBC, iron pressed-in turbine housings liners Turbochargers - Two valley mounted twin scroll turbos Cylinder Spacing mm 96 with electric waste gate controllers Cylinder Bank Off set mm 20.9 Catalysts - Two valley mounted single brick Deck Height mm 215 catalysts Cranktrain - Forged steel crankshaft with tungsten Lubrication System - Fully variable oil pump with wet sump inserts Starting System - Start / stop enabled with engine Main/Rod Bearing Dia. mm 72 / 50.8 starter Power Cell - Forged steel connecting rod Connecting Rod mm 139.3 Fuel System - 350 bar direct injection Length (side mounted) Piston Comp Height mm 30 Fuel Type - Premium (98 RON) gasoline Cylinder Head - Rotocast® A356-T6 aluminum Length mm 340 Valvetrain - 4-valve Type 2 DOHC system Width mm 750 Active Fuel Mgmt. - Cylinder deactivation by collapsing RFF Height mm 750 Intake Valve Diameter mm 36 Fig. 1: The all-new Blackwing 4.2 liter twin Height mm 480 turbo V8 engine from General Motors Intake Valve Lift mm 10.87 (from crank center) Fig. 3: Key specifications of the 4.2 liter twin turbo engine
46 47 02 RESEARCH AND DEVELOPMENT BLACKWING 4.2 LITER TWIN TURBO DOHC ENGINE
the LGW V6 engine with key changes to Technical specification fit the packaging requirements of the 4.2L TT engine and implement an 8 to 4 cylin- Cylinder block: The cylinder block is a der deactivation strategy. The collapsing precision sand cast, deep skirt construc- roller finger followers are actuated via tion from A319 aluminum with a T7 heat hydraulic pressure that is controlled by treat. The cylinders feature pressed in cam cover mounted solenoid valves. The iron liners while the 4-bolt nodular iron development team implemented a cam main bearing caps have an additional carrier system to simultaneously reduce cross bolting to the skirt to make a stable friction and provide packaging space structure capable of handling the 25.4 for the switching roller finger followers bar BMEP. required for cylinder deactivation. This Given the space available for the engine die-cast carrier is complex and houses the and AWD diff erential, every subsystem camshaft s, high pressure fuel pump, and Fig. 6: Main and rod bearing diameter (FEV database) within the engine was scrutinized for provides worm trail lubrication passages packaging space. For a cylinder block for the cylinder deactivation switching using iron liners, a relatively narrow 96 The connecting rod is guided by the piston from the block into the cylinder head mechanisms. mm bore spacing and an optimized deck instead of the crankshaft . By reducing the under the exhaust ports, as is the case for Fig. 4: Transparent view of angled outboard main bearing cap fasteners height of 215 mm was achieved. To make size and relative speed of the bearing area most conventional engine arrangements. Intake system and charge air cooling: In the reduced deck height of the cylinder guiding the connecting rod, a reduction in However, in order for the cooling jacket to order to achieve an extremely crisp throt- block possible, the outer fasteners for and ensure engine durability. With respect Cranktrain and powercell: The space overall friction has been achieved. degas during coolant fill and in operation, tle response and fast time to torque, the the main bearing cap were angled. This to cooling the top of the cylinder bores, available for the cranktrain and powercell the coolant also exits the cylinder head intake volume was minimized by locating enabled the proper thread engagement a stepped drill was used to flow coolant was limited by the location of the AWD Cylinder head: The cylinder heads are on the exhaust side of the engine as that the water to air charge air coolers over for the fastener without encroaching into between the cylinders as shown in Figure transfer housing, available packaging Rotocast® from A356 aluminum with a T6 is the highest point in the cooling circuit. the cam covers. The intake manifolds are the piston and hone over travel clearance 5. This drill directed the coolant from the space for the starter, and low deck height heat treat. This process was selected by Thus, the coolant path is designed to enter fed directly out of the charge air coolers reliefs as shown in Figure 4. cooling jacket in the cylinder block to the of the cylinder block. As such, the crank- the team as it enables superior mechan- under the exhaust ports, flow across the and cascade over the intake cam side of cylinder head cooling jacket. A metering train had to be optimized to fit within the ical properties which are beneficial on a With uneven cylinder filling as an inherent hole in the head gasket is used to regulate given package. To achieve these packag- high BMEP engine such as this. 190 Range: Production SI Engines trait of cross-plane crankshaft V8’s, it was the coolant flow enabling the coolant flow ing constraints, the rod bearing diameter GM 4.2L V8 TT: 180 Con Rod Length: 139.3 mm Date: 01/2001 - 01/2018 critical that the cooling of the combustion in each cylinder to be metered individually was reduced as much as possible to make The combustion system was carried over, Stroke: 90.2 mm Engines: 68
chamber be optimized in order to mini- with a unique orifice size based on the a small rod path while the main bearing in part, from the previously released 3.0 L 170 Rod length to Stroke scatter band mize the knock tendencies of the engine temperatures of each cylinder. diameter was increased to recapture the twin turbo V6 LGW engine. The combus- 160 required overlap for crankshaft stiff ness tion system required several modifications 150 and strength. The sizes of the bearings for incorporation into this engine with plotted on the FEV scatterband in Figure its valley mounted exhaust. The most 140 6 shows how the crankshaft was tailored prominent was the entrance angle of the 130 Con Rod Length / mm to fit the packaging constraints of the intake port which had to be curved up- 120 application. ward to facilitate the outboard mounted 110 intake manifold. This upward turned entry 70 80 90 100 110 The deck height of the engine is also drove intake flow to the floor of the port. Stroke / mm minimized to reduce the overall width Significant CFD development was used of the engine and meet manufacturing to ensure the proper amount of tumble Fig. 7: Connecting rod length vs. engine stroke (FEV database) clearance requirements when the engine was generated with the new design. A is assembled in the vehicle. To achieve comparison between the 4.2L TT and LGW combustion chamber, then turn 180° to the cylinder heads into the intake ports. this aggressive target with a relatively porting is shown in Figure 8. flow over the exhaust ports where it is This compact packaging of the intake sys- long stroke and DOHC architecture, the collected and returned to the radiator at tem, in combination with the low volume powercell was scrutinized for minimal Extensive work was done to facilitate the the front of the engine. Significant CFD exhaust system achieved with a valley length at top dead center. Optimizing cooling of the cylinder head with a single development was invested during the mounted turbochargers, was critical to the powercell overall length resulted in piece cooling jacket. While single piece development process to ensure that all achieving the throttle response targets a short connecting rod that gave an L/R cooling jackets are relatively convention- areas of the head received adequate cool- of the engine without sacrificing the high ratio of 3.89. To illustrate how compact this al, the inboard mounted exhaust ports ing with a conventional volume coolant power targets which requires relatively package is, the rod length vs engine stroke required a unique coolant flow circuit. In flowrate. large turbochargers. for the new V8 engine is plotted on FEV’s order to achieve a high coolant flow rate Particular attention was paid to the design scatterband in Figure 7. through the exhaust valve bridge area, Valvetrain and timing drive : The valve- of the intake tract such that the charge Fig. 5: CFD results of the flowrate through the inter-bore cooling passage the majority of the coolant is directed train was conceptually carried over from air coolers were well utilized without the
48 49 02 RESEARCH AND DEVELOPMENT BLACKWING 4.2 LITER TWIN TURBO DOHC ENGINE
need for restrictive features such as turn- flow path was realized. Even though the the least packaging space. In addition, ing vanes. Due to the bank off set of the cross-plane V8 does not supply the turbo- because the turbo and manifold heat engine and unique packaging constraints chargers with evenly spaced combustion shields are pre-attached to the parts, on each side, the charge air coolers were pulses, the twin scroll turbochargers com- assembly sequencing of the hardware not located in the same position. This bined with a low volume exhaust system in the valley was simplified. required the development of two unique provides significant transient response intake tracts with both paths optimized and full load benefits without sacrificing Fuel system: A 350 bar direct injection for cooler utilization while maintaining classic V8 NVH characteristics. fuel system was selected to minimize similar volumes. The resulting charge air The valley mounted exhaust manifolds, particulate emissions and enable fast cooler utilization was above 90 percent for turbochargers, and catalysts lead to combustion at high injection quantities. both banks ensuring a balanced charge significant thermal challenges under This system features two intake cam air temperature for each manifold. hood. As thermal management was a driven fuel pumps with side mounted in- top concern during the development in jectors outside of the valley. Each intake Fig. 10: Front ventilation separator oil drain reservoir With the charge air coolers being prom- order to achieve superior robustness, cam features 3 lobes to drive the pumps. inently located on the top of the engine, styling cues were included in the hous- THE RESULTING CHARGE AIR COOLER ings of each cooler including a “hand UTILIZATION WAS ABOVE 90 PERCENT craft ed with pride” plaque customized Lubrication and crankcase ventilation oil drain and one drill creating the reser- The results illustrate that this engine is and installed by the engine builder on FOR BOTH BANKS ENSURING A System: At the heart of the lubrication voir as can be seen in Figure 10. capable of meeting the needs of a high the right charge air cooler. The coolers, BALANCED CHARGE AIR TEMPERATURE system is a continuously variable vane power performance sedan while simul- accompanied by the aluminum top cover, oil pump. The pump is driven by the nose Engine performance: The engine exhibits taneously providing the crisp throttle gives a striking engine appearance when FOR EACH MANIFOLD of the crankshaft and features a PWM class leading performance as can be seen response of a luxury automobile. The the hood is raised. several heat shielding and valley cool- A significant amount of multi-body anal- controlled solenoid valve that is used to by the power and torque charts shown be- engine will fill a critical role for General ing strategies were tested with multiple ysis of the camshaft and drive system as control the eccentricity of the oil pump. low. The peak torque of 850 Nm (627 ft -lbs) Motors as it will see exclusive use in the Turbocharging and exhaust system: strategies implemented. These include well as fuel pressure simulation of the The crankcase ventilation system features is available from 2,800 rpm through 4,200 Cadillac CT6 V, GM's top-of-range sedan. The engine features two twin-scroll tur- direct thermal protection of sensitive fuel system were conducted to ensure a valley mounted two-stage oil separator rpm where power peaks at 410 kW (550 bochargers that are controlled by electric components, targeted airflow and heat durable operation in combination with that has dedicated drains at the rear of hp). The high low-end torque combined wastegate actuators. The twin scroll tur- flow paths, as well as various heat shields. optimal engine performance. To meet the engine for the coarse separator and at with the wide peak torque range off ers By: bochargers feature integral exhaust man- The exhaust manifolds and integrated program targets, the three lobe cam- front of the engine for the fine separator the Cadillac owner the eff ortless driving Dustin Gardner ifolds for minimum exhaust volume. The turbine housings are insulated with con- shafts were found to better time the where the separated oil is returned to the feel that the program targeted from the General Motors turbochargers are mounted to each bank tact heat shields. It was found that the fuel pump pulses between the valve oil pan. These drains end below the oil start of the development. in the valley such that, when combined contact heat shields with fiber insulation events to reduce the peak loading on level in the oil pan to prevent crankcase Stephen Bowyer with the compact intake system previously and metallic outer shell provided the the timing drive while still providing a gasses from short circuiting the separator. The torque density of the engine is par- [email protected] discussed, an extremely low volume air- best thermal management and required consistent fuel delivery. ticularly impressive and matching the The fine separator oil drain is located in best engines on the market even with the a relatively shallow portion at the front breathing dynamics inherent in a cross- of the oil pan. In order to prevent the plane crankshaft V8 engine. When the drain from being uncovered during hard scatterband is adjusted to show only V8 acceleration or cornering, a unique, pat- engines, the performance is even more ent pending design was developed. This impressive. design incorporates a reservoir locally around the exit of the drain. The design of this feature was implemented in a cost eff icient manner by using one drill for the
Fig. 8: Comparison between LGW and 4.2L twin turbo porting Fig. 9 Cooling system flow path
50 51 03 NEWS TURNKEY VEHICLE DEVELOPMENT
TURNKEY VEHICLE DEVELOPMENT &W Vehicle Development GmbH is already a force to be reckoned with in the European automotive industry. The company provides its automotive customers worldwide with everything from a single source – from the development of Bindividual modules to entire bodies. FEV GROUP CONTINUES STRATEGIC PATH OF With the integration of B&W, the FEV Group can expand its capacities GROWTH in important fields and also gain employees with engineering exper- tise in all aspects of vehicle development. At a time of increasingly complex project specifications that aim for holistic vehicle expertise, FEV recently expanded its expertise significantly in several areas at once. With its acquisition of B&W Vehicle this step also reinforces FEV's claim to be a reliable partner in turnkey Development, the corporate group is widening its expertise and capacities in the turnkey vehicle development vehicle development. segment. With more than three hundred employees at international locations, B&W off ers its customers solutions in the fields of body shells, interior, exterior, surfacing, model construction, testing, and electricity/electronics. With the Production- and process-optimized product fully owned B&W subsidiary EDL Rethschulte GmbH, expertise in the field of lighting technology is also expanding. development and construction
The FEV Group also fully acquired Swabian engineering service provider, Suarez & Bewarder GmbH & Co. KG, supplementing its re- sources and expertise in the fields of interior and exterior automobile development, as well as module and platform strategies for trucks and vans. In the increasingly significant fields of production-ready development, validation, and construction of exterior and interior vehicle components in the context of design and packaging, integrating the two companies allows us to gain new expertise. Soft ware developer UniPlot creates synergies
Another new member of the corporate group is UniPlot Soft ware GmbH. This company, founded in the 1990s by brothers Samuel and Roman Brüggenkoch, develops soft ware used for the analysis and visual representation of measurement data for a worldwide client base – including well-known companies in the automotive industry. FEV too has been making eff ective use of UniPlot as an established solution for several years, meaning that absorbing the company is a logical step from which positive synergies are expected.
From left : Haraldo Brandenburg, Managing Director of B&W Fahrzeug- entwicklung GmbH and Professor Stefan Pischinger, President and CEO of the FEV Group 52 53 MEET MORE THAN 5,500 FEV EXPERTS IN UPCOMING EVENTS OUR INTERNATIONAL ENGINEERING OCTOBER AND SERVICE CENTERS 08.-10.10.2018 27th Aachen Colloquium Automobile and Engine Technology Aachen, Germany 16.-17.10.2018 ELIV-Marketplace Baden-Baden, Germany
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Spectrum Editorial Layout Translations issue 03/2018 (Number: 66) Marius Strasdat, Elisabeth Douvali EVS Translations FEV Europe GmbH FEV Europe GmbH
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