Effects of Battery Voltage on Performance and Economics of the Hyperdrive Powertrain

Transcription

1 Effects of Battery Voltage on Performance and Economics of the Hyperdrive Powertrain Dr. Alex Severinsky Theodore Louckes Robert Templin David Polletta Fred Frederiksen Corp. Page 1

2 Three principles for an economical hybrid-electric powertrain Control of the engine for near minimum BSFC Minimum electrical energy losses in the powertrain via application of the electrical system based on high voltage, higher than in current HEVs Use of the same low cost materials as exist in current production powertrains Page 2

3 European light commercial vehicle as a base Performance Characteristics of the Base Vehicle Gasoline Diesel Engine Type 2,5L 2,5 L TDI Peak Power 82 kw 75 kw Gearing Transmission Type Manual 5 Spd Manual 5 Spd Final Drive Ratio Fuel Economy, L/100km Test Weight, kg ECE 11 9,6 EUDC 8,1 6,5 Combined 8,9 7,7 W.O.T kg GVW 2, sec. Top Speed, km/h km/h km/h kg GCW 3, 88 km/h 5 40 km/h Starting Grade > 30 > 30 1 W.O.T. - Wide Open Throttle 2 GVW - Gross Vehicle Weight 3 GCW - Gross Combined Weight Page 3

4 Hyperdrive for a light commercial vehicle Engine (as is) Starter/ generator 15 kw Clutch Traction motor 30 kw Computer Control Module (+) (-) Batteries Inverters 3 speed automatic transmission Page 4

5 Hyperdrive: Modes of Operation Electric Car Computer Control Module Serial Hybrid Drive During city driving, low speed driving and reverse, the Hyperdrive operates on battery power alone, acting as an electric car. Parallel Hybrid Drive Recharging the battery during electric driving. The engine is intermittently operated as a battery charger in city driving. Engine Acceleration. Powered by both, the engine and the electric motors Highway driving, cruising, climbing. Powered directly by the engine. Batteries are not used. Page 5

6 Use of the Diesel Engine Thermodynamic efficiency, reflected on the output ECE Cycle EUDC Cycle 38% 35% 38% 35% 31% 31% 23% 23% - operating region in the base vehicle - operating region in with the Hyperdrive Page 6

7 Losses in Electric Motors and Inverters Efficiency Map of the Motors Inverter Losses, % Rated Power, % 600 V battery 300 V battery Page 7

8 Operational efficiencies of the traction motor and its inverter on the ECE cycle 600 V Battery 300 V Battery Page 8

9 Use of the Battery at 600V ECE cycle EUDC cycle Page 9

10 Effect of Current Crowding on Battery Capacity (for each 10 o C ½ of active resistance) Ideal Electrodes Acid SoC=10% over the whole surface area Real Electrodes Acid An example: SoC=40% in a current crowded area C o n s e q u e n c e s V 5 A h V 1 5 A h ( 3 X ) Page 10

11 Hyperdrive Test Data (Software Model Calibration) (+) (-) 6 5 Dynamometer test results of the Hyperdrive in a 4,250 lbs. passenger sedan Conventional Paice FUDS 19 MPG 38 MPG HWFET 33 MPG 54 MPG 55%/45% 24 MPG 44 MPG Emissions Comparison 1 1.3L simplified spark-ignition (SI) internal combustion engine (ICE) 2 12 kw starter/generator induction motor 3 Computer synchronized clutch 4 75 kw traction motor (induction) 5 Dynamometer load 6 DC/AC inverters 7 Lead-acid battery pack, 16 modules, 50V each 8 Paice control module G/mi CO NOx HC Base ULEV Hyperdrive Page 11

12 Modeling Results for the Base Vehicle Hyperdrive with Diesel Engine, Performance Comparison Base 600 V 300 V Fuel Economy, L/100 km Test Weight, kg ECE 9,6 5,2 6,2 EUDC 6,5 5,8 6,2 Combined 7,7 5,6 6,2 W.O.T kg GVW, sec Top Speed km/h km/h km/h kg GVW, 88 km/h Starting Grade > 30 > 30 > kg GCW, 88 km/h km/h Starting Grade > 30 > 30 >30 Hyperdrive with Gasoline Engine, Performance Comparison Base 600 V 300 V Fuel Economy, L/100 km Test Weight, kg ECE 11 6,4 7,7 EUDC 8,1 7,5 8,0 Combined 8,9 7,1 7,9 W.O.T kg GVW, sec Top Speed (km/h) km/h km/h kg GVW, 88 km/h Starting Grade > 30 > 30 > kg GCW, 88 km/h km/h Starting Grade > 30 > 30 >30 Page 12

13 CO 2 Emissions Based on Modeling Data Base Hyperdrive SI TDI ACEA Proposed average CO 2 Emissions by 2008 Page 13

14 Relative Costs 300 V vs. 600 V System Comparative Cost of Inverters, in Relative Units of Cost Major parts/assemblies 600 V battery 300 V battery Power Semiconductors 1,0 2,5 Power Capacitors 1,0 2,0 Filter Inductors 1,0 2,0 Snubbers 0,5 1,0 Controls 1,0 1,0 Cooling 0,3 3,0 Packaging 0,5 1,0 TOTAL 5,3 12,5 Relative Costs of the Electrical System 600 V battery 300 V battery Inverters 1,0 2,4 Motors 1,0 1.0 LABS 1.0 1,5 Wiring, 0,5 1,5 safety Total 3,5 5,4 Page 14

15 Double Advantage of the High Voltage System 300V System 600V System Base profit / loss Additional Profit Increase in customer value for better fuel economy: 27/19 or 40% Decrease in electrical system cost: 3,5/5,4 or 35% Page 15

16 Addendum Page 16

17 SoC Test Cycle and Results By Newham & Baldsing CSIRO, Australia in cells without acid stratification 70% 40% 1) Repeat 84 times 2) Fully recharge 50% of rated discharge time 30% of rated discharge time Result: after 5,500 cycles, (165,000% of capacity), Cells are at 98% of original capacity (only 2% degradation) Page 17

18 Cyclon Cell Construction Desired enlargement of current collection surface Small size grid openings for impressed active materials Large grid thickness relative to openings Page 18

19 Modeling Data: Compact Car Conventional Hyperdrive Engine Type 2.0L 1.6L Turbo Peak Power 100 kw 95 kw Motor Type N/A Induction Continuous N/A 8 kw Peak N/A 33 kw Generator Type N/A Induction Continuous N/A 12 kw Battery Pack Type N/A Lead-Acid Modules N/A 8 Voltage N/A 400 V Capacity N/A 4 Ah Weight N/A 85 kg Gearing Transmission Type Auto 3 Speed N/A Generator Ratio 1 1 Motor Ratio N/A Final Drive Ratio Conventional Hyperdrive Fuel Economy ETW 1305 kg 1360 kg City 11 km/l 17 km/l Highway 17 km/l 21 km/l Combined 13 km/l 19 km/l W.O.T. ETW Top Speed > 170 kph > 170 kph kph 9.2 sec. 9.0 sec kph 6.7 sec. 5.0 sec kph 4.2 sec. 3.7 sec kg kph Starting Grade Objective 5.5 % 7.9 % 8.5 % 7 % 16.5 % 8.9 % 10 % 17.5 % 10.1 % 30% > 30% > 30% Page 19

20 Modeling Data: Medium Size Sedan Conventional Hyperdrive Engine Type 3.0L 2.0L Turbo Peak Power 100 kw 95 kw Motor Type N/A Induction Continuous N/A 12 kw Peak N/A 45 kw Generator Type N/A Induction Continuous N/A 16 kw Battery Pack Type N/A Lead-Acid Modules N/A 12 x 50 V Voltage N/A 600 V Capacity N/A 4 Ah Weight N/A 110 kg Gearing Transmission Auto 4 Spd N/A Generator Ratio 1 1 Motor Ratio N/A Final Drive Ratio Conventional Hyperdrive Fuel Economy ETW 1700 kg 1760 kg City 9 km/l 14 km/l Highway 14km/l 19 km/l Combined 11 km/l 16 km/l W.O.T. ETW Top Speed > 170 kph > 170 kph kph 8.2 sec. 8.2 sec kph 5.7 sec. 4.4 sec kph 3.6 sec. 3.3 sec kg GCW kph Starting Grade 5.5 % 10.1 % 6.3 % 7 % 17.3 % 8.9 % 10 % 18 % 10.1 % 30% > 30% > 30% Page 20

21 Modeling Data: U. S. Small SUV Basic Configuration Conventional Hyperdrive Engine 3.0L V-6 2.0L I-4 TC Transmission 5 speed AT 2 speed AT Drive wheels 4X4 4X4 Max towing capacity 3,500 lbs. 3,500 lbs. Performance PTW 3,970 lbs. 3,970 lbs MPH 10.8 sec 7.4 sec MPH 6.7 sec 4.7 sec MPH 4.3 sec 2.7 sec Top Speed Continuous 106 mph 106 mph Continuous Gradeability GCW 8,200 lbs. 8,200 lbs. 80 MPH 5.5 % 5.6 % Starting Grade 30.0 % 30.1 % Fuel Economy Conventional Hyperdrive ETW 3,860 lbs. 3,860 lbs. FUDS 20 MPG 40 MPG HWFET 31 MPG 38 MPG Combined (55/45) 24 MPG 39 MPG Emissions CO 8.1 g/mi * NOx 0.9 g/mi * HC 0.2 g/mi * * Any level such as ULEV and SULEV will be easier and less costly to achieve with the Hyperdrive Page 21

22 A Range of Potential Improvements in the Fleets Page 22