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 III

Peak Power 15 - 35 kW 35 - 60 kW 60 - 110 kW Cont. Power Up to 20kW Up to 35kW Up to 70kW

Nominal voltage level 150V - 360V 200V – 360V 360V - 400V

Peak Motor Torque 140Nm 240Nm 320Nm

Hybrid Plug in Hybrid FC Application EV EV EV

Features Optional Optional disengage clutch disengage clutch

Optional Optional Integrated Integrated Integrated parking pawl parking pawl parking pawl

Gear ratio Gear ratio Gear ratio 6:1 to 14:1 6:1 to 11:1 6:1 to 11:1

Motor diameter 145mm Motor diameter 180mm Motor diameter 220mm

A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited Full Hybrid Retrofit Solution for A/B Segment

• Demonstrator showing MAGNA competence in hybrid vehicle development for very small and low budget car segment • Modular hybrid topology with scalable components (e.g. MEA)

belt driven complete vehicle hybrid control unit front e-drive module integration

Hybrid Control Unit

(HCU)

rear axle rear

front axle front

motor

- E 1.2l 8V ICE AC AC 44 kW HV HV

DC motor

ECU

- E

AMT

TCU BMS

electrical rear axle power electronics module energy storage (Li-Ion) module (MEA)

A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited Geometrical Integration of the components

Modular, scalable concept with minimal changes at a mass produced vehicle

Highly integrated Li-Ion battery and power electronics

Belt-driven starter- alternator Rear axle gearbox Integration rear axle module

A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited eRAD – electric rear axle drive

Through The Road Hybrid: • Integrated motor/gearbox and separated inverter Enhanced performance and (electronically • Coaxial layout with 2-stage planetary gear set distributed) All-Wheel Drive functionality (ratio 9.16) (eAWD), boost and recuperation, electric driving capability • Electro-mechanic axle disconnect device with integrated ECU and dog clutch for reduced spin losses

• 3-phase AC brushless Interior Permanent Magnet Motor (180mm diameter)

• Power/Torque  50kW/200Nm Peak – 30 sec duration  20kW/90Nm Continuous

• Liquid-Cooled for high continuous power (6l/min. @ 65ºC inlet)

• Mass 48 kg

A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited eHub – electric wheel hub drive

• Electric wheel hub drive for hybrid vehicles (Add-on eAWD) or as main drive for electric vehicles

• Components: electric motor, inverter and controller, gearbox and housing

• Power classes - Lower power class: 10-15KW, 400Nm - Medium power class: 20-30KW, 600Nm

• Depending on the application, different motor technologies are available • Liquid- and/or ail-cooling (application-specific) • Integration in front- or rear axle module • Design focusing on weight reduction, robustness and efficiency

A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited Final Remarks

• Hybridized vehicles are an answer for near future requirements • Only modular and flexible solutions for mass produced vehicle platforms have the chance for a positive business case • Hardware and Software solutions have to be modular and easily adaptable for all possible propulsion concepts

• MAGNA realized highly integrated solutions for small to large sized vehicles with intelligent software

HySUV™ Mila EV • The “retrofit” solution is an affordable and attractive answer for sustainable mobility in the near future • Micro / Low Hybridization is an essential contributor for the next decades A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited Project House EU – FFG Headquarter

A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited Contacts

Markus Bichler Hybrid-/EV- Powertrain MAGNA Project House EU

MAGNA Powertrain AG & Co KG Industriestraße 35 8502 Lannach, Austria

Mobile: +43-664-80444-3030 e-mail: [email protected]

Rainer Schruth Advance Development Sustainable Propulsion

MAGNA Steyr Fahrzeugtechnik AG & Co KG Liebenauer Hauptstraße 317 8041 Graz, Austria

Mobile: +43-664-8840-6098 e-mail: rainer [email protected]

Thank you for your attention!

A3PS – ECO MOBILITY 2011 Disclosure or duplication without consent is prohibited