A Cost-Effective Approach to Vehicle Hybridization and CO2 Reduction using Advanced Lead Carbon Batteries

Transcription

1 A Cost-Effective Approach to Vehicle Hybridization and CO2 Reduction using Advanced Lead Carbon Batteries Allan Cooper European Advanced Lead Acid Battery Consortium Hybrid and Stop/Start Batteries, LABAT 2014

2 Accepted Hybridisation Categories System Metric Micro Hybrid Mild Hybrid Full Hybrid Plug-in Hybrid Voltage 12V V V V e-motor Power 2-3kW 10-15kW 20-50kW 60-70kW Regen. Power kw ~10 kw ~20 kw 20 kw + Launch Assist 0 <15kW >15kW >60kW e-drive Range 0 0 ~ 2 km ~ 30 km OEM on-cost *estimate * * * * CO 2 Benefit % 4-7 % 8-12% 15-20% 20%+ OEM Cost/ Benefit /1% /1% Excludes potential additional engine down-speeding/ downsizing benefits (eg 30% smaller = -15% CO 2 ) /1% /1% Increasingly dominated by battery capability and cost

3 Global Legislation

4 The Way Ahead? Challenges Governments are making new attempts to persuade people to buy EVs or plug-in hybrids. Will customer acceptance improve? Driving range increasing but at a much higher cost. Concern about replacement battery cost.

5 The Way Ahead? Japan vs. Europe Japan Mild or full hybrids, Iintegrated IMA and high voltage, Expensive, NiMH batteries. Europe Stop/Start technology across the board, Valve-regulated or extended life flooded lead-acid acid batteries, Now seeking increased functionality from a low voltage board net to meet future emission standards.

6 ALABC Advanced Lead Acid Battery Consortium (ALABC) Founded in Members globally Initially work focused on EV applications but more recently have concentrated on HEV Battery optimisation for discharging/charging. Elimination of progressive sulfation of the negative plate which can result in loss of capacity in HEV applications. Funded Research has focused on: Regular conditioning of the battery (in use by BMW). Grid/battery design for improved charge/discharge ability. Battery management. Negative plate composition effect of carbon in various forms.

7 Impressive Laboratory Results: Addition of carbon to the negative plate of an East Penn battery greatly extends life in a hybrid bus cycle. The UltraBattery (part capacitive negative plate) outlasts a NiMH cell in testing to a EUCAR hybrid cycle. An Effpower bipolar battery with enhanced carbon in the negative plate completes over 280,000 km on a simulated track cycle.

8 Early Vehicle Demonstration Projects RHOLAB (Honda Insight) Enersys dual-tabbed single 2V cells and extensive battery management UltraBattery (Honda Insight) Furukawa/CSIRO battery/asymmetric supercapacitor East Penn (Honda Civic) US-built UltraBattery tested as a legal courier car in Arizona. Has given confidence that advanced lead-acid acid battery designs containing carbon can cope with HEV duty

9 Low CO 2 Concept Vehicles Down-sizing/down sizing/down-speeding speeding small engines is likely to produce unexciting cars to drive and sell despite turbocharging. Low voltage Modular Hybrid technology can restore performance without loss of efficiency. electric supercharger belt driven Integrated Starter Generator (B-ISG) Will operate effectively with high carbon lead-acid acid batteries and keep cost low.

10 The Modular Hybrid Solution Energy Harvesting & Usage Thermal Energy Recuperation Mechanical Energy Recuperation Generation Stop-Start Mechanical Torque Assist Induction Air Torque Assist

11 The LC Super Hybrid Project ALABC has been working with CPT to convert a downsized turbocharged VW Passat (1.4l). Team includes : AVL Schrick (Installation and Integration) Provector (Battery Management System etc.) Mubea (belt/tensioner technology). Incorporates an electric supercharger (business recently sold to Valeo by CPT) CPT Speedstart ISG. The initial vehicle operates at 12V with the intent to build a 48V version later.

12 Project Methodology Engine down-sizing/down sizing/down-speeding speeding promotes significant extra fuel efficiency but reduces dynamic response and tractive force and hence h drivability and customer satisfaction

13 Project Methodology So we fix this issue in several steps. To address dynamic response se we add an electric supercharger, which improves transient torque for improved acceleration from rest or at low engine speeds.

14 Project Methodology Dynamic response of the electric Supercharger

15 Project Methodology We then complement that dynamic benefit with an exhaust gas turbocharger which extends the engine s s operating envelope to recover the lost torque at higher engine speeds.

16 Project Methodology Impact of the Electric Supercharger on boost pressure

17 Project Methodology In Vehicle 4 th Gear kph Response Vehicle 70 SpeedSd Vehicle 4 th Gear kph Response - Vehicle 65 Speed 60 Vehicle Speed (kph) With VTES Without VTES Time (s) The advantage of Electric Supercharger (VTES) over the base vehicle is dramatic not just on acceleration from rest

18 Project Methodology Adding a SpeedStart B-ISG B offers significant further improvement in CO2 reduction and Fuel Economy

19 Project Methodology SpeedStart Change of Mind performance

20 Project Methodology Then complement SpeedStart s s high power low voltage generating capability with a state of the art lead-acid acid battery solution offering enhanced high power energy storage.

21 Battery Considerations LC Super Hybrid project initially as 12V option (48V to follow based on new standard proposed by German auto industry also supported by French carmakers). Original Passat has 68Ah VRLA battery situated in the engine compartment (no obvious temperature control). Decided on single battery option for the LC Super Hybrid at around Ah capacity. Battery relocated under the trunk floor to make way for the Valeo electric supercharger in the engine compartment. Need to make provision for carrying high currents to and from front to rear of the vehicle.

22 Battery Testing Artemis Cycle 300 Artemis Current Profile Current (A) Time (s) Set up a programme with the University of Sheffield to test the potential LC Super Hybrid batteries. Used a modelled Artemis hybrid test cycle. Sampling current and voltage at 100Hz

23 Battery Testing 90Ah VRLA battery 60% SoC without carbon with carbon CPT required that voltage stayed above 9.6V at high discharge rates to drive the VTES electric supercharger. Achieved. On recharge voltage climbs rapidly to 16V until test rig limits at this point. With this battery type would have to severely limit recharge to avoid battery damage with resulting loss of efficiency.

24 Battery Testing: 50Ah Battery with Carbon 60% SoC 30% SoC At 60% SoC the battery behaves very similarly to the 90Ah battery with carbon. At 30% SoC the battery voltage does not exceed 14V showing good charge acceptance. However can t t routinely operate at this SoC bigger battery required.

25 Battery Testing 90Ah VRLA prismatic battery 60% SoC 2x 50Ah spiral wound batteries with carbon with carbon Prismatic design severe problems on recharge at 90Ah capacity and 60% SoC. Excellent performance from 100Ah at 60% SoC spiral wound battery staying below 14.4V

26 Exide Orbital Battery Spiral wound construction absorbent glass mat battery enhanced with added carbon in the negative active material. Laboratory tested to 220,000km (140,000 miles) under Eucar power assist profile

27 Battery Installation Battery mounted under trunk floor tray (in former wheel well) with Provector BMS and AVL controller. Connection to front of vehicle utilises laminated aluminium bus bar. Lower weight than copper cable and low impedance to reduce I 2 R losses.

28 Millbrook Test Results Speed plot on High Speed and City Circuits Monitoring Current and Voltage response from battery. Temperature very consistent around 28 o C.

29 Millbrook Test Data The Millbrook driving cycle High Speed and City Circuits. Current [A] Millbrook AS C 12V 50Ah Aprximately 2 cycles Time [s] Voltage [V] Two equivalent cycles. 38 cycles in 19 hours plus 5 hours rest. 100 days testing equivalent to 100,000 miles. Battery test completed in January 2014.

30 Performance Comparison Passat 1.4 TSI Passat 1.8TSI LC Super Hybrid 1.4 l Volvo S l Power PS 122* ** 145* Torque (Nm) 200* 250* 275** 185* Acceleration (0-100 kph) (Secs) 11.1** 8.5* 8.7** 9.5* kph 4 th gear kph 6 th gear 7.9** 16.1** 7.2** 12.5** Fuel: mpg/l per 100 km (Combined) 45.6/6.2** 40.9/6.9* 50.5/5.6** 40.9/6.9* Emissions CO2/km 140** 160* 130** 176* * Manufacturer Figures ** Measured by AVL

31 Micro/Mild Hybrid Concept Better Function at Reduced Cost System Metric Micro Hybrid LC Super Hybrid concept 1 Mild Hybrid Full Hybrid Plug-in Hybrid Voltage 12V 12-48V V V V e-motor Power 2-3kW 3-6kW 10-15kW 20-50kW 60-70kW Regen. Power kw 3-8 kw ~10 kw ~20 kw 20 kw + Launch Assist kW <15kW >15kW >60kW e-drive Range ~ 2 km ~ 30 km OEM on-cost *estimate * * * * CO 2 Benefit % 4-7 % 15-30% 8-12% 15-20% 20%+ OEM Cost/ Benefit /1% /1% 1 with Downsizing/Downspeeding /1% /1% /1%

32 Pricing Comparison Diesel 1.4l TSI 2.0l TDI Blue Motion 170PS 1.4l TSI Blue Motion LC SuperHybrid 1.8l TSI Gasoline Source: Company websites & LC SuperHybrid testing

33 Project Status Build and extensive evaluation by AVL and partners during the past two years. OEM and Conference showings in Europe and the USA. A recent recalibration by AVL has significantly improved drivability. Has shown that low cost modular hybridisation can produce significant emission and fuel reductions without loss of performance and driver satisfaction.

34 The Move to 48V The future legislation on emissions is likely to require an increase in vehicle electrification. Thus the move to a higher voltage to give more power. The ALABC 48V LC Super Hybrid has been built to the VDA specification of a maximum voltage of 54V hence a nominal battery voltage of 42V.

35 The ALABC 48V LC SuperHybrid Again based on the 1.4 litre TSI Passat. 42V Exide Orbital battery pack (24Ah) 48V CPT SpeedStart ISG 48V Valeo electric supercharger

36 Key Characteristics of LCSH Technology 12V LC Super Hybrid Significance of voltage change: At 12V maximum regen power is of the order of 2-3 kw. At 48V in the LC SuperHybrid it is 8kW with CPT aiming to increase this to 12.5 kw. Enables much more functionality to utilise regen energy to further decrease emissions. 48V LC Super Hybrid

37 Electrical Build Flexible Demonstration Ability

38 Electrical Build E-Assist Recuperation Energy Flow Monitoring

39 Provisional Dyno Results (NEDC) 12V LCSH Improvement over Base Car - 7% Fuel/CO2 Emissions 48V LCSH Improvement over Base Car 13% Fuel/CO2 Emissions Project delays and a committed demonstration timetable have resulted in no comparative results being available as yet regarding vehicle performance against the larger engine Passats.

40 Demonstration Debut The 48V LC Super Hybrid at Millbrook in early September

41 Summary LCSH Projects Project achievements to date: Demonstrated the feasibility of a cost-effective advanced lead-acid acid solution which is fully recyclable. Demonstrated the attractiveness and simplicity of the evolutionary micro/mild-hybrid concept. Is now attracting strong OEM interest in the concept from all parts of the World from those seeking low cost emission reduction. Favourable press comment: The days of diesel dominance in the race to reduce CO 2 could well be numbered thanks to this clever and inexpensive reinvention of the hybrid. Autocar, March The fuel economy of a hybrid, but for a quarter of the additional cost.. An extremely attractive idea! L Automobil, February 2013.

42 Awards CPT and the EALABC were the winners of the UK Low Carbon Vehicle Partnership s s Low Carbon Champions Award for an SME and/or Research Organisation for 2012 for their work on the LC Super Hybrid. Have also just been nominated as a UK entry for the European Business Award for the Environment for 2014 in the Process category.

43 2014 Plans 48V vehicle was demonstrated to eleven OEMs in Europe during February. Both cars were in the USA in April and were demonstrated at the SAE World Congress in Detroit and to Ford, GM and Chrysler. Cars will be at Vienna Symposium in May. The 48V car returns to AVL for further upgrading before final performance testing. Have recently started two diesel-based projects at 48V with OEMs in Europe.

44 Kia at the Geneva Motor Show March 2014 New Hybrid Vehicle Powertrain* A A 48V lead-carbon battery powers a small electric motor in the hybrid system. The motor is in place to increase output and reduce emissions. *ALABC Project with Hyundai/Kia, Valeo and AVL. Funded by subscription from Quexco, Teck, BRM, Doe Run, East Penn, Moura and an anonymous metal trader. There was a reason that this type of battery was used over lithium-ion ion and that is because it does not require active cooling and is much easier to recycle when the vehicle life is over. It is also a better performer in sub- zero temperatures. Source: Kia Press Release

45 Kia at the Geneva Motor Show 2014 Concept integration

46 The ADEPT Project 48V diesel-based project with funding from UK TSB. Partners are Ricardo, Ford, CPT, EALABC, Faurecia and the University of Nottingham. Started in November and scheduled for 27 months. Will have more additional functionality than the Hyundai car. No electric supercharger all torque assist via the SpeedStart ISG. Plan is to have a pull-through prototype ready by September. This will have same batteries as the 48V LC SuperHybrid. Call to members has gone out for offers for the final battery which needs to be capable of giving/receiving 12.5kW.

47 US Natural Gas Hybrid Project Dodge Ram ALABC managed Funded by RSR, two natural gas suppliers and East Penn Will use similar technology to LC SuperHybrids Main Motivations: Lower Emissions from Natural Gas Range extension to be comparable with petrol versions Energy self sufficiency with huge resources of natural gas in the USA.

48 Summary Legislation, Fuel Price and Customer Awareness are: Changing purchase value criteria. Driving development and implementation of low carbon powertrain technologies. Mass market adoption delayed by: Cost of purchase and ownership (including uncertainty) of conventional solutions. Different and/or compromised performance and usage. Modular Hybridisation combined with Advanced Lead Acid Battery Technology offers an evolutionary solution: Reduced costs for development, manufacture and ownership. No compromise in drivability.

49 Acknowledgements ALABC for Project Funding CPT (and later Valeo) for hardware and technical support. Mubea for belt tensioner assistance Provector for the Battery Management System AVL Schrick for the vehicle build and integration.