Cost-Effective Hybrid-Electric Powertrains

Transcription

1 Cost-Effective Hybrid-Electric Powertrains November 3, 2003 Troy, Michigan Dr. Alex Severinsky Ted Louckes Fred Frederiksen 1

2 Content Sources of improvements in fuel economy Basis for cost-effective design HEV powertrain implementations Cost-effective HEV powertrain Applications in various vehicles Next step: cost-effective development 2

3 Engine must be cycled ON and OFF at light torque for high efficiency Efficiency Map for 3 L Engine Min torque for efficient engine operation Torque (Nm) ON OFF Average engine torque for driving the car ON/ OFF Engine Operation 0 0 1,000 2,000 3,000 4,000 5,000 3

4 Hyperdrive Control Methods U.S. Patents: 5,343,970; 6,209,672; 6,338,391; 6,554, Conventional Control Efficiency Map for 3.0 L Engine ON/OFF Control Efficiency Map for 2.0 L TC Engine Torque (Nm) ,000 2,000 3,000 4,000 5,000 1,000 2,000 3,000 4,000 5,000 6,000 Max torque curve Output shaft Average operating point 4

5 Range of Fuel Economy Improvement with Hyperdrive Control Method for the Engine Improvement on U.S. Combined Cycle Due to Limiting Minimum Engine Torque* Range of improvement High performance cars 50-60% SUVs 40-50% Ordinary cars 30-40% * Improvement depends on average road load and is independent of driving patterns Ref: Adamson, Louckes, Polletta, Severinsky, Templin, Hyperdrive as Powertrain Successor, Future Car Congress, June 2002, Arlington, Virginia, SAE paper

6 Range of Fuel Economy Change Due to Effect of Regenerative Braking On U.S. Combined Cycle Midsize sedan Midsize SUV Total Brake Losses Total brake losses on 37% at 50 hp peak 26% at 10 hp peak 32% at 60 hp peak 21% at 10 hp peak driving axle brakes 17% at 10 hp peak 14% at 10 hp peak Recoverable energy with 42 V ISG 7% 6% Recoverable energy with 144 V ISG 10% 8% At steady speed Decreased fuel economy due to increased weight 6

7 Double Advantage of the High Voltage System 300 V System 600 V System Additional Value Increase in customer value for better fuel economy: 30-40% Base profit / loss Decrease in electrical system cost: 30-35% Ref: Frederiksen, Louckes, Polletta, Severinsky, Templin., Effects of High Battery Voltage on Performance and Economics of the Hyperdrive Powertrain, Hybridfahrzeuge und Energiemanagement, Braunschweiger Symposium, February 21, 2002, Technische Universitat Braunschweig. 7

8 How to Use Lead-Acid Batteries SoC 70% 40% * Repeat 84 times, 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) Ref: Frederiksen, Louckes, Severinsky, Templin, Electronics as the Cornerstone of Future Fuel-efficient and Clean Vehicles; SAE-IEEE Convergence Conference, Detroit, MI, October 2002, SAE paper

9 Use Existing Automotive Materials and Low Cost Manufacturing Technologies Steel, Copper, Aluminum, Lead, Silicon 8 ICEs, gasoline or diesel, all turbocharged 8 Induction motors 8 Lead-acid batteries, long term 8 High voltage semiconductors 9

10 TRW U.S. Patent 3,566,717 Filed March 17, 1969, Granted March 2, 1971 Planetary power split gear set Engine Starter generator motor Inverters Traction motor Battery 10

11 VW German Patent Battery Engine Transmission Clutch Motor 11

12 Toshiba - Utility Model January 1990 Traction motor Clutch Starter generator motor Engine 12

13 Paice How New Controls Operate 13

14 Selecting a Cost-Effective Powertrain Prius II with Reported Performance and Fuel Economy Planetary or Clutch 2-Motor Hardware Hyperdrive Method of Control 14

15 Two-Motor Hybrid Powertrains Planetary Coupling 500/200 V converter Inverters Central Controller 30 hp PM Generator Batteries, Computer Controller 200 V 6 Ah NiMH (+) (-) Clutch Coupling Inverters Central Controller Batteries, Computer Controller 500 V 2.4 Ah NiMH (+) (-) Optional planetary gear transmission Planetary gear power split 1.5 L Atkinson VVT Gasoline 67 hp PM traction motor Front wheels 650 cc Turbocharged DOHC Engine 9.4 hp Ind starter/ generator Clutch 46 hp Ind. traction motor Front wheels 15

16 Summary Comparison Planetary coupling Clutch coupling Clutch + planetary Transmission N/A N/A 3 speed AT Engine power 77 hp 70 hp in Turbo 65 hp in Turbo Engine 1.5 L DOHC VVT 650 cc DOHC 630 cc DOHC Motor 1 (gen) 30 hp PM 10 hp Ind 9 hp Ind Motor 2 (trac) 67 hp PM 46 hp Ind 43 hp Ind Battery 200 V, 6 Ah NiMH 500 V, 2.4 Ah NiMH 500 V, 2.4 Ah NiMH Test Weight, lbs. 3,125 2,875 2,875 FUDS, mpg HWFET, mpg Combined (sticker), mpg Accel 0-60 mph, sec Top Spd, mi/h

17 Pontiac Vibe Standard Powertrain 1.8 L SI engine, dual overhead cam 4-speed automatic transmission with overdrive Transfer case for AWD 17

18 Hyperdrive Powertrain for Pontiac Vibe Central Controller Inverters Batteries, Battery Computer Controller 12 modules, 50V, 4 Ah (+) Rear wheels (-) 20 hp peak traction motor 1.2 L engine + turbocharger 17 hp starter/ generator Clutch 20 hp peak Traction motor 18

19 Vibe Base vs. Vibe Hyperdrive Summary of Design and Modeling Data (representative implementation) Base Hyperdrive U/M % improvement Fuel Economy ETW 2,980 3,104 lbs FUDS mpg 83 % HWFET mpg 16 % Combined (CAFÉ) mpg 53 % MPG Performance PTW 2,980 3,104 lbs 0-60 mi/h sec 23 % mi/h sec 35 % 0-85 mi/h sec 39 % ¼ mile sec 9 % Top Speed Continuous Mi/h Gradeability 55 mi/h 6% 11.4% 75 mi/h 4% 9.2% more 19

20 Grand Cherokee Standard Powertrain 4.0 L I-6 4-speed automatic transmission 4WD System 20

21 Hyperdrive Powertrain for Grand Cherokee Central Controller Inverters (+) Batteries, Battery Computer Controller 16 modules, 50 V, 6 Ah, Front wheels (-) 3.0 L engine + turbocharger Clutch 27 hp starter/ generator 40 hp traction motor 3 speed AT 27 hp traction motor 21

22 Grand Cherokee Base vs. Hyperdrive Summary of Design and Modeling Data (representative implementation) Base 4 L Hyperdrive 2.7 L TC U/M % Fuel Economy ETW 3,792 3,915 lbs FUDS mpg 97 % HWFET mpg 32 % Combined 21.0 MPG 35.3 mpg 68 % Performance PTW 3,792 3,915 lbs 0-60 mi/h sec 29 % mi/h sec 46 % 0-85 mi/h sec 49 % 1/4 mile sec 12 % Top Speed Continuous Mi/h Continuous Gradeability mi/h % more 75 mi/h % more 22

23 Cadillac Escalade Standard Powertrain 6.0 L V8 4-speed automatic transmission AWD 23

24 Hyperdrive Powertrain for Cadillac Escalade Central Controller Inverters (+) Batteries, Battery Computer Controller 16 modules, 50 V, 6 Ah Front wheels (-) 3.0 L engine + turbocharger Clutch 38 hp starter/ generator 80 hp traction motor 3 speed AT 20 hp traction motor 24

25 Cadillac Escalade: Base v. Hyperdrive Summary of Design and Modeling Data (representative implementation) Base Hyperdrive Percent improvement Fuel Economy ETW 5,750 5,750 lbs FUDS mpg 85 % HWFET mpg 25 % CAFÉ component mpg 50 % Performance PTW 6,200 6,200 lbs 0-60 mi/h sec 20 % mi/h sec 33 % mi/h % Top Speed Continuous Mi/h Continuous Gradeability GCW (with trailer) 13,500 13,500 lbs 80 mi/h % 65 mi/h % 55 mi/h % 25

26 DaimlerChrysler Sprinter 1.9 L TDI 5-speed manual transmission RWD 26

27 Hyperdrive Powertrain for Diesel Sprinter Drive Controller Inverters (+) Batteries, Battery Computer Controller 16 modules, 50 V, 8 Ah Front wheels (-) 1.9 L TDI Clutch 20 hp starter/ generator 40 hp traction motor 3 speed AT 27 hp traction motor 27

28 DIESEL SPRINTER: HYPERDRIVE vs. BASE Base Hyperdrive % improvement Fuel Economy ETW 4,874 5,126 lbs ECE L/100 km 47% ECE Mi/g ECE L/100 km 23% EUDC Mi/g Combined (EPA) Mi/g 37% Performance 0-60 mi/h 14 9 sec 36 % mi/h 7 4 sec 43 % Gradeability Continuous Passing on grade Same as base Improved 28

29 Basis for Cost-Effective Development Select several vehicle platforms and applications for hybridization Design one battery module to fit all in different quantity Design one or two motor-transmissions Design power electronics with high flexibility to power rating Develop controls as an operating system 29

30 Thank You 30