EE Architecture for Highly Electrified Powertrain
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1 EE Architecture for Highly Electrified Powertrain M. Gleich, Senior Manager Marketing and Business Development Powertrain - restricted -
2 Context Resources, Pollution, Climate Urbanization Moore s Law Digital transformation hnologies AG restricted All rights reserved. 2
3 Agenda Why Electrification? How to Power Highly Electrified Drivetrains? What is the Impact on EE Architecture? restricted Copyright Infineon Technologies AG All rights reserved. 3
4 Agenda Why Electrification? How to Power Highly Electrified Drivetrains? What is the Impact on EE Architecture? restricted Copyright Infineon Technologies AG All rights reserved. 4
5 Pollution, Climate: Europe s Approch to reduce GHG Emission and its Challenge 23% of total EU GHG emissions European Union s Greenhouse Gas Emission (GHG) Goal: Target Range for reduction until 2050 must be between 85% and 95% of 1990 s GHG Emission European Union s Binding Target: in 2030, 40% reduction of GHG (in 1990) Source: ICCT Transport Sector: Far away from targeted GHG reduction line Growth in Number of vehicles Increase of driven kilometer per vehicle (also trucks!) Trend to bigger cars Increasing gap of test-cycle findings and real-world emissions restricted Copyright Infineon Technologies AG All rights reserved. 5
6 Europe: Tough Targets for CO2 Emissions Starting in 2021 will Shape Upcoming Powertrain Technologies Defined regulation Targets defined! No reduction 130g/km Source: jato.com 95g/km 81 g/km 59 g/km From 2016 to 2017: No reduction on EU Car Sales Average CO2 Emssions Any More Drop in Diesel sales >10% due to Diesel gate Diesel sales will further decrease due to ban discussions in cities Increasing SUV sales >10% Source: ICCT ZLEV: 15% 35% ZLEV: Zero or low Emission Vehicle, CO2 Emission 0g/km 50g/km restricted Copyright Infineon Technologies AG All rights reserved. 6
7 Simplified Scenario: More SUV and Less Diesel Eats Up Improvements of ICE Assumptions: CO 2 emissions stay at Acceleration of electrified 2017 values Powertrain s Introduction 1. 48V Little will improvements come quickly in of EU average Premium CO 2 emissions Segment, of ICE-based but is borderline for powertrain 95g/km PHEV and BEV are must to meet 2. Improvements are neglectable regulations, in 2021 small volumes, due to higher SUV and gasoline from 2025 on ~20% of fleet share in fleet Source: IHS Jan gco 2 /km restricted Copyright Infineon Technologies AG All rights reserved. 7
8 Agenda Why Electrification? How to Power Highly Electrified Drivetrains? What is the Impact on EE Architecture? restricted Copyright Infineon Technologies AG All rights reserved. 8
9 From Grid to Wheel: Not only the Drivetrain is Electrified AC DC Voltage Conversion Connection Energy Storage DC Onboard Charger High Voltage Battery System Grid to Wheel? Switch Box HV-LV DC-DC Transmission Electric Machine Traction Inverter AUX Inverters Speed Conversion Energy Conversion restricted Copyright Infineon Technologies AG All rights reserved. Power Control 9
10 Power Density is Key at PHEV and Highly Electrified Powertrains, Silicon Carbide is a Promising Solution Source: Toyo Denki? Underfloor Propulsion Inverter System for trains, 2x 200kW SiC restricted Copyright Infineon Technologies AG All rights reserved. 10
11 Percentage of Time (%) The main benefit comes from the static characteristics Mission Profile SiC MOSFET vs IGBT SiC MOSFET Provides lower conduction low speed motoring & cruising speed Acceleration Histogramm of a Mission Profile Artemis Urban Real Urban Cruising Low Speed/ Idling Irms 150(A) restricted Copyright Infineon Technologies AG All rights reserved. 11
12 What are the system benefits of SiC? Inverter Efficieny Si vs SiC Mission Profile (Speed) Inverter Efficiency restricted Copyright Infineon Technologies AG All rights reserved. 12
13 Is that the end of Silicon? Sweet spots for SiC-based xev subsystems P [W] [log scale] 1M Inverter SiC MOSFETs 100k Si IGBT Booster 10k 1k Si MOSFET Auxiliaries Onboard DC-DC charger 1k 10k 100k 1M Both technologies will co-exist f [Hz] [log scale] restricted Copyright Infineon Technologies AG All rights reserved. 13
14 Agenda Why Electrification? How to Power Highly Electrified Drivetrains? What is the Impact on EE Architecture? restricted Copyright Infineon Technologies AG All rights reserved. 14
15 Domain EE Architecture Today PT Domain VD Domain ADAS / AD Body / Conf. Infotain. Engine Traction Motor HV Battery Charger Transmission Thermal Management VSC + Braking Steering Suspension Parking Brake hnologies AG restricted All rights reserved. 15
16 Electrification Facilitates New Configurations Offering Benefits for Vehicle Dynamics restricted Copyright Infineon Technologies AG All rights reserved. 16
17 Potential Evolution of Domains: Fusion PT Domain + VD Domain hnologies AG restricted All rights reserved. 17
18 Motivation of the new architecture: SW is not a after thought of HW SW leads HW Architecture SW defined functions SW update OTA is a must Big data transferred to Cloud Cloud computing is coming 36x CPU 120x GPU 8x Memory 32x Storage Toward car computer Parallel Processing is needed GPU, PPU, SPU, Accelerators AI is growing importance Domain Control is established Smart Phone (2010) Smart Phone (2017) Vehicle Cloud Cpt. SW architecture is essential Need of virtual Machines Data exchange Bandwidth & Latency Safety & Security Fail Operational > L3 SW has the highest Cost SW reuse, Family concept Vehicle Computer Domain Fusion Domain Integration Modular design restricted Copyright Infineon Technologies AG All rights reserved.
19 Executive Summary Climate change and pollution are driving the powertrain technologies towards highly electrified systems New power semiconductor technologies like Silicon Carbide enable highest power density for power electronics Electrification enables new powertrain configurations and lead to potential fusion of powertrain and vehicle dynamics domain Software is taking over the lead of HW design for EE Architecture restricted Copyright Infineon Technologies AG All rights reserved. 19
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