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A3PS Conference 2011 – Eco Mobility, 15Th and 16Th November 2011 / Austria Center Vienna Global Megatrends

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A3PS Conference 2011 – Eco Mobility, 15Th and 16Th November 2011 / Austria Center Vienna Global Megatrends Alternative Propulsion Systems – challenges and opportunities for small and medium sized vehicles Markus Bichler Rainer Schruth Advance Development – Hybrid-/EV-Powertrain Advance Development – Sustainable Propulsion MAGNA Powertrain / Project House EU MAGNA Steyr Fahrzeugtechnik A3PS Conference 2011 – Eco Mobility, 15th and 16th November 2011 / Austria Center Vienna Global Megatrends 1. Shortage of raw material Economy 2. Limited fossil fuels 3. Environmental impacts 4. Globalization New demands 5. Virtual Digital Lifestyle for politics Society 6. Demographic change and society 7. Individualization 8. Urbanization / Megacities Mobility 9. New forms of mobility A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited Future Legal Requirements European Union Canada • 130g/km in 2015 (43 mpg) • Green levy • 95g/km in 2020 (58 mpg) • 6.6l/100km (35.5 mpg) in 2016 • Local CO2 taxation • Quebec; 34.7 mpg in 2016 • Increasing gasoline prices US Federal • 35.5 mpg by 2016 • Gasoline $3/gallon Japan • 23% CO2 1995 2010 • 29% CO2 2010 2015 California China • 40% mpg 2009 2011 • 6.9l/100km in 2015 (34 mpg) • 80% CO2 reduction by 2050 • 5.0l/100km in 2020 (47 mpg) • ZEV, PZEV rules Brazil • Low tax on E100 Australia • 17% 2003 2010 Source: GM, Hancock, 2010 A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited Powertrain Requirements Emissions Driving dynamics CO2 Reduction Emotionality Fuel consumption Comfort Sustainability Weight reduction TCO Emissions and CO2 as main driver – attractiveness and emotionality as base A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited Approaches for CO2 reduction Potentials CO2 Reduction 62-69 % 3-11 % Aerodynamic Thermodynamic losses and losses friction 4-17 % Losses due to driving behaviour 15 % 20 % 4-7 % Losses due to rolling resistance 5-6 % Drivetrain losses Only 15-20 % of the 100 % total energy are used for propelling 2-6 % the vehicle Braking losses Source: Frost & Sullivan A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited Measures for CO2 reduction Additional Cost € for 1% CO2 Reduction 160 140 Full 120 100 Mild 80 Micro 60 40 20 0 Source: Wallentowitz A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited Power source for Propulsion – Varying degrees of electrification – Source of electricity IC Cell Fuel Engine Source of electricity Battery Battery eMachine eMachine IC Engine IC Engine Source of Power for Propulsion eMachine Mild Hybrid Mild Micro Hybrid Micro Full Hybrid Full Series Hybrid Series Conventional Vehicle Conventional Range Extended Extended Range Vehicle Electric Battery Electric Vehicle Electric Battery Fuel Cell Vehicle Cell Fuel A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited Global hybrid & electric vehicles sales 2020 2020 Global Vehicle Market – 117,000,000 Micro Hybrid Mild Hybrid Full Hybrid BEV / FCV ___________________________ ___________________________ ______________________ _____________________ 24,270,000 - Global 911,000 - Global 4,786,000 - Global 969,000 - Global 6,420,000 – Asia 743,000 – Asia 2,022,000 – Asia 511,000 – Asia 485,000 – NA 30,000 – NA 1,490,000 – NA 106,000 – NA 17,300,000 - EUR 139,000 - EUR 1,275,000 - EUR 350,000 – EUR 21% 0.8% 4% 0.9% • Stop / Start • ISAD – Integrated • Power-split transmission • eDrive • BAS – Belt Alternator Starter Starter/Generator Device • 2Mode • Fuelcell • Combustion restart • BAS+ • Thru the Road – eRAD • Wheel motors • Serial Range Extended Regional Mkt % of total in 2020 Source: CSM, Frost & Sullivan and MPT Analysis A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited HYT – Hybrid Transmission: Benefits and Basic Idea Primary Concepts • Benefits of different transmission concepts – AT: torque converter effect – CVT: free selection of ICE operating point – AT/DCT: changing gears w/o torque interruption – AT/DCT: use stepped gears to improve efficiency – HYBRID: cover full range of hybrid operation modes (pure el. drive, boost, recuperation) – HYBRID: minimize machine size/maximize utilization • Basic Idea – Focus of investigations – Combination of epicyclic gearset as power-split device with automated transmission – Several fixed gear ratios for different driving modes (urban – interurban – highway) – Smart actuatorics; shifting of modes possible without drag force interruption – Non co-axial design (target FWD use) – Transmission layout: two input/one output A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited HYT – Hybrid Transmission: System Features • Full hybrid functionality Start / Stop, Boost, Recuperation, Load Point Adaption, Electric launch, Electric driving (depending on installed ESS) • Enhanced efficiency: Increase power transfer from ICE via mechanical path Decrease power transfer via less efficient electrical path High efficiency due to discrete gear ratios / driving modes (at constant speed) Optimized adaption to tractive power hyperbola Source: Kücükay, F. • Customer benefit – Fuel efficiency and reduced CO2 – Electric drive experience – Improved comfort / eCVT functionality up from standstill • Challenge Cost-competitiveness – Reduced electric component size / power, highly integrated – Optimized cost-ratio between mechanic and electric components – “Simple” mechanics within transmission A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited HYT – Hybrid Transmission: Concept Dual Input Shaft Gearbox Layout Electrical Extension Unit • Mechanics 1st 1st Electric – Non co-axial design (target FWD use) Sub-Gearbox Motor – Two input/one output arrangement (four speed) – No fixed gears on the output shafts Planetary Disc Differential Gear Set ICE – No reverse gear set electric drive (opt.) (Power split) Clutch – The two input shafts of the transmission and the ICE are connected using a double planetary gear set nd 2nd 2 Electric – Lock-up clutch Sub-Gearbox Motor – Shifting via dog clutches w/o synchronization • Electrics EM1 – Two electric machines (motor/generator) – A first machine (EM1) is connected to the hollow 4. 2. 3. 1. shaft carrying the sun and the odd gears (1,3) and ICE is geared to transform it to high speed level – A second machine (EM2) is connected to the solid shaft carrying the double planetary carrier and the even gears (2 and 4) and is also geared to transform it to high speed level – Therefore it will be possible to use the next generation of high speed electric motors EM2 Diff. A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited HYT – Hybrid Transmission: Concept Vehicle: HYT 4speed mVeh = 1650 kg rdyn = 0,307 m cx = 0,32 A = 2,22m² ICE – Basic gasoline engine characteristic: Pmax, ICE= 70 kW @ 6000 rpm Mmax,ICE= 140 Nm @ 3000 rpm EM – Standard electric motor characteristic: Ppeak = 35 kW @ 3500 rpm (30s) HYT 2speed Pcont = 20 kW @ 3500 rpm Mpeak = 95 Nm @ 3500 rpm Mcont = 54 Nm @ 3500 rpm Electric Motor - Characteristic Curves 130 70 120 110 60 100 90 50 80 40 70 60 Power Torque 30 50 40 20 30 20 10 10 0 0 0 2000 4000 6000 8000 10000 12000 Speed [min^1] M_peak [Nm] M_cont. [Nm] P_peak [kW] P_cont. [kW] A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited HYT – Driving Mode: Conventional in 1&2 • Mechanics Conventional 1. & 2. eCVT 2. Conventional 2. & 3. – 1st and 2nd gear engaged at same time – This eliminates the DOF of the planetary gear set – The total ratio is determined by 1st and 2nd gear ratio and the planetary gear set ratio EM1 – Lock-up clutch engaged – Boost with all power sources at once! 4. 2. 3. 1. ICE • Electrics – Two electrical machines are not used for driving – The machines are rotating in a given speed ratio – With separately excited synchronous machines SSM there is no electric energy necessary to keep the machines in sailing state. This motor technology EM2 provides the possibility to shutdown the electric machine completely. There is no drag torque Diff. produced by the electric motors • Modes – Conventional - Generator – Boost Power/ torque (partly or complete) is used to vehicle propulsion – Pure electric drive (clutch engaged or disengaged) Power / torque is used to electric energy recovery – Recuperation Synchronization process of the shifting parts. A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited HYT – Driving Mode: Conventional / Shifting 1&2 to 2&3 • Mechanics Conventional 1. & 2. eCVT 2. Conventional 2. & 3. – 1st gear shifted to 3rd gear – In interim condition no engagement which allows for one DOF of the planetary gear set EM1 – 2nd gear continuously engaged – As soon as the synchronous speed for engagement 4. 2. 3. 1. of 3rd gear is reached the shifting clutch is engaged ICE – This requires a speed control of ICE and EM1 – Lock-up clutch engaged • Electrics – First electrical machine EM1 used for supporting the planetary gear set (generator mode) EM2 – Second electrical machine EM2 can be used for additional driving (motor mode) Diff. • Modes – During shifting: eCVT – Before and after shifting: Conventional Conventional Conventional eCVT 2. 1. & 2. 2. & 3. EM1 4. 2. 3. 1. ICE Power/ torque (partly or complete) is used to vehicle propulsion Power / torque is used to electric energy recovery EM2 Synchronization process of the shifting parts. Diff. A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited MEA – Modular Electric Axle: Classification Class I Class II Class
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