48v: how much hybridization is possible with the new ... · pdf file48v: how much...

48V: How much hybridization is possible with the new vehicle power? 14th International VDI Congress, Friedrichshafen Uli Christian Blessing – Chief Engineer Hybrid

Agenda

1. Motivation

2. 7DCT300 Base Transmission

3. 7HDT300 Hybrid Transmission

4. 48 V Comparison

5. Plug-In Hybrid Solutions

6. Conclusion and Summary

2

Ready for the CO2-Challenge

June 25, 2014 © GETRAG, 14th International VDI Congress, Drivetrain for Vehicles, Friedrichshafen June 2014, Uli Blessing

Motivation Ready for the CO2-Challenge


CO2 IMPROVEMENTS

COSTS

CUSTOMER/OEM NEEDS

FUN 2 DRIVE

FUNCTIONALITY

3



FUNCTIONALITY

shift-by-Wire

park-by-Wire

in-a-box solution

integrated hybridization

CO2 IMPROVEMENTS

high efficient powertrain

power on demand actuation

extended sailing functionality

pure electric driving

downsized engines COSTS

transmission kit

volume of scale

reduce rare earth materials

CUSTOMER/OEM NEEDS high efficient hybridization

hybrid as must-have option

new driving functionalities

easy scalability

easy adaptation

no serviceability

real fuel efficiency improvement

FUN 2 DRIVE

increased launch performance

boosting

immediate reaction

4

COSTS



FUNCTIONALITY

shift-by-Wire

park-by-Wire

in-a-box solution

integrated hybridization

CO2 IMPROVEMENTS

high efficient powertrain

power on demand actuation

extended sailing functionality

pure electric driving

downsized engines

transmission kit

reduce rare earth materials

CUSTOMER/OEM NEEDS

high efficient hybridization

hybrid as must-have option

new driving functionalities

easy scalability

easy adaptation

no serviceability

real fuel efficiency improvement

FUN 2 DRIVE

increased launch performance

boosting and immediate reaction

5


Situation Today - Near Future:

Various concepts (minor to medium volumes)

Various hybrid power levels:

Mild Hybrid (48V with 15 kW) with significant volume demand

Full Hybrid (~220V with 50 kW)

Plug-In Hybrid (>360V more than 110 kW)

Very high diversity on OEM requirements

High costs (for piece price and ED+T) due to low overall volumes

Rare earth materials should be avoided if possible

Increasing CO2 targets with benefits for pure electric driving (e.g. EU / China /

US /…)

Goal: One Hybrid Transmission kit, that can cover most of the needs

Looking for the Swabian CO2-Champion

6 June 25, 2014 © GETRAG, 14th International VDI Congress, Drivetrain for Vehicles, Friedrichshafen June 2014, Uli Blessing

Base Transmission 7DCT300


Key Facts:

Input torque up to 300 Nm

7-speed + R with a gear ratio span of >8.5

Wet nested dual clutch with electrical on-demand cooling

Electro mechanical gear and electro hydraulic clutch actuation

Start/stop and extended sailing functionality

Mechanical park lock

Options:

Park-by-Wire

AWD

Hybrid

7DCT300 – Base Transmission



Carry over of key components

TCU with electric actuation for clutch and shift

Wet clutch with electrical on-demand cooling

Modular Software Architecture

7DCT300 – Transmission Kit for various solutions


6DCT150 6-Speed PowerShift

7HDT300 7-Speed Hybrid

7DCT300 7-Speed PowerShift

Hybrid Transmission 7HDT300


Key Facts:

7HDT300 based on 7DCT300

GETRAG torque split concept

Carry-over of key components from DCT transmission kit

High-speed e-machine

One common oil circuit for cooling and lubrication

Electrical park lock system (w/o add. actuator)

Integrated e-machine with different power levels

mild hybrid (48 V, 21 kW)

plug-in hybrid (up to > 360 V; >110 kW)

7HDT300 – Hybrid Transmission



Additional Components for Hybrid

E-machine (as tested-unit)

Intermediate gear set

Connectors for EM

Bidirectional cooling flow pump (using same

electric cooling pump as clutch cooling)

Assembly of e-machine and inverter at GETRAG




Hybrid Modes:

Pure electric driving

Extended sailing

Recuperation

Boosting

Generator-mode / load-shift

Charge@standstill

Restart of internal combustion engine with Torquesplit effect

Remark: Hybrid modes identical for 48V and Plug-In version




Overall Optimization:

More compact package

Less material and amount of parts

7HDT300 – Consequent Evolution


2013 2014

Higher overall efficiency

Same power and torque levels


7HDT300 – Latest Design for 48V (Integrated Solution)


differential c/o DCT

TCU c/o DCT

Transmission mount

Inverter

cooling water

Inverter

48V Bat. Connection

Inverter

CAN & 12V

48V Comparison

17



Key Facts: Air-cooled claw pole EM

Belt-connection to ICE

Integrated inverter

Key Facts:

Oil-cooled EM

Integrated in gearbox

Stand-alone inverter

Key Facts:

Water-cooled EM

Flanged to transmission

Stand-alone inverter

48V Comparison: Belt vs. Flanged vs. Integrated Solution

Belt Solution Integrated Solution Flanged Solution

Remark: For simplicity reasons, only these three main-stream examples

have been chosen




EM-Performance

Max. torque

Max. power

Cont. power

Efficiency

Fuel Efficiency

NEDC

WLTP


up to 50 Nm

up to 21 kW

up to 13 kW *

up to 95 %

10 – 12 %

7 – 9 %

19 – 22 %

14 – 16 %

up to 50 Nm

12 – 14 kW

2,5 – 3,5 kW

up to 85 %

up to 50 Nm

up to 18 kW

up to 8 kW *

up to 94 %

17 – 20 %

12 – 14 %

* depending on battery performance



Hybrid Modes

El. creep/drive

Boosting

Generator

Driveabiltiy

Others

Package

Efficiency



not possible

limited

possible

medium

possible *

possible

diff. gears

high

* depending on battery performance

possible *

possible

diff. gears)

high

“easy”

belt-drive

challenging

Efficiency

possible

very high



Integrated Solution offers much better el. driving performance

100

50

0 0 2.000 4000 6000

T in Nm

n in rpm

Drag torque range of

typical combustion

engines

Belt Solution 100

50

0 0 2.000 4000 6000

T in Nm

n in rpm

Integrated Solution

Continuous Power of Belt vs. Integrated Solution

Remark: The Flanged Solution is close to the Integrated Solution

Easy Scalability:

From 48V Mild Hybrid to 360V Plug-In Hybrid



48V System 360V Plug-In System

Hybrid Transmission Kit: From 48V up to 360V Plug-In Hybrid

Changed stator windings and power connectors ensure easy scalability

EM-Performance

Max. torque

Max. power

Cont. power

Efficiency

Max. speed

Max. phase current

- up to 50 Nm

- up to 21 kW

- up to 13 kW *

- up to 95 %

- 18.000 rpm

- 350 A

- up to 150 Nm

- more than 110 kW

- up to 35 kW *

- up to 96 %

- 18.000 rpm

- 450 A



Hybrid Modes

El. creeping/driving

Boosting/Generator

Costs

Fuel Efficiency

NEDC

WLTP

48V System 360V Plug-In System

Hybrid Transmission Kit: From 48V up to 360V Plug-In Hybrid

limited (~20-30 km/h)

possible (diff. gears)

medium

possible (>130 km/h)

possible diff. gears

high

19 – 22 %

14 – 16 %

26 – 80 %

19 – 68 %

Changed stator windings and power connectors ensure easy scalability

Conclusion & Summary


Conclusion:

Belt Solution:

Offers a higher efficiency than a 12V system

Requests a standard 48V system

The overall driveabiliy is only little improved

Flanged and Integrated Solution:

Only in combination with a high-energy 48V system

Pure el. driving is possible with real value-add for end-customers

Summary:

Integrated 48V system offers best ratio cost vs. CO2 improvements

Hybrid transmission kit can easily be scaled from 48V mass market up to

Plug-In Hybrid needs

48V: How much hybridization is possible, with this

new vehicle power?


Thank you for your attention

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