Hybrid4All: A low voltage, low cost, mass-market hybrid solution

October 2013 I 1

October 2013

Daniel BENCHETRITE, System and Integration Dept. ManagerValeo Powertrain Systems

IQPC – Automotive Power Supply System 48V – Frankfurt 13th November 2013

Agenda

Market Analysis

Main issues of Hybrid / Electric vehicles

Simulation approach

11

22

33

October 2013 I 2

Valeo Components

Conclusions55

44

Agenda

Market Analysis

Main issues of Hybrid / Electric vehicles

Simulation approach

11

22

33

October 2013 I 3

Valeo Components

Conclusions55

44

Regulation is the main driver of Powertrain evolution

2025 2025 54.5 54.5 mpgmpg

93g CO93g CO22/km /km eqeqNEDC for P CarsNEDC for P Cars

3.9 l/100 km3.9 l/100 km

2020 2020 5 5 l/100 kml/100 km (117g)(117g)4,54,5l/100kml/100km (106g) (106g)

for P Carsfor P Cars

Consensus on regulation target

October 2013 I 4

2020 2020 9595g COg CO22/km /km 4.0 l/100 km4.0 l/100 km

3.9 l/100 km3.9 l/100 kmChina 2020(cars only):106

US Speeding up, China have set up the rules� All catching up on Europe

US Speeding up, China have set up the rules� All catching up on Europe

110

120

130

140

150

-17g ICE

142g

130g

2020 European ‘CAFE’ prospective

Even with limited numbers, EVs (with

100% FE) bring significative benefit

Drastic improvement on ICEs needed, at

least 5 points in efficiency

Hybrids are mandatory to reach

at least 38% efficiency

Breakthroughs are a necessity

October 2013 I 5

80

90

100

110

2010 2015 2020

-14 gHybrids

- 4 g EVs 95g

To reach 95g, ICE and transmissions efficiency is not enough.Hybrids and EVs will be necessary

To reach 95g, ICE and transmissions efficiency is not enough.Hybrids and EVs will be necessary

Micro Hybrid Mild Hybrid Full Hybrid Plug In Hybrid Range Extender

GM Volt

Nissan Leaf

Battery EVFuel Cell EV

There are a lot of HybridsFrom simple Start-Stop to ZEV mode

October 2013 I 6

Stop & Start

+ Kinetic Energy recovery

+ Engine Torque assistance

+ Electric take off

Smart

Buick LaCrosse

Honda Insight

Toyota Prius3

+ Electric drive

There are a lot of HybridsBy definition, an Hybrid has 2 DNAs ; combustion an d electric engines

October 2013 I 7

Electric motor on Combustion Engine

(Buick LaCrosse)

Electric motor in transmission

(Toyota PRIUS)

Electric motor on rear axle

(PSA 3008 HY4)

Electrification Forecast: WorldwideVehicles <6T, Oil barrel $120 2020, Li-Ion Battery 300 €/kWh 2020

Source: 2013 Valeo Powertrain Forecast

Internal CombustionEngine

Stop-Start

98.2 % IC

E

Growth of Stop-Start

FULL as niche, then

MILD take-

off

Emergence of PHEV

October 2013 I 8

BEV/FCEV : only 1.6% in 2023, still a limited market (lower segments), urban usage or image productEREV : not confirmedFULL / PHEV : faster growth than in last forecast, growing weight of PHEV from 2018 – 2019MILD : market take off delay, rather in 2018Stop-Start : getting mainstream with regular growth from now – still 23% CONV, mainly in BRICS

BEV/FCEV : only 1.6% in 2023, still a limited market (lower segments), urban usage or image productEREV : not confirmedFULL / PHEV : faster growth than in last forecast, growing weight of PHEV from 2018 – 2019MILD : market take off delay, rather in 2018Stop-Start : getting mainstream with regular growth from now – still 23% CONV, mainly in BRICS

MILD

FULLPHEV BEV

1.8 %T

rend

s

niche, then growth off of PHEV

EREV

Electrification Forecast: EuropeVehicles <6T, Oil barrel $120 2020, Li-Ion Battery 300 €/kWh 2020

Internal CombustionEngine

Fast growth Emergence Growth of

Source: 2013 Valeo Powertrain Forecast

Rising importance

of PHEV

No real EREV/BEV

take off

97.0 % IC

E

October 2013 I 9

Stop-Start

MILD

FULL

PHEVEREV BEV

Fast growthof Stop-Start

Emergence of Electric

Growth of MILD / FULL

BEV/FCEV : lower forecast than in the past (A / B / C + LCV), EREV remaining a nicheFULL / PHEV : growing significance, with higher weight of PHEV in salesMILD : somewhat postponed – take off expected in 2018Stop-Start : becoming standard within the next 6 years, almost 0% conventional engines in 2023 Significant Hybrid growth expected before 2020 to reach 95 g (expected 103g 2020, 88 g 2023)

BEV/FCEV : lower forecast than in the past (A / B / C + LCV), EREV remaining a nicheFULL / PHEV : growing significance, with higher weight of PHEV in salesMILD : somewhat postponed – take off expected in 2018Stop-Start : becoming standard within the next 6 years, almost 0% conventional engines in 2023 Significant Hybrid growth expected before 2020 to reach 95 g (expected 103g 2020, 88 g 2023)

Tre

nds

ICE

3.0 %

Agenda

Market Analysis

Main issues of Hybrid / Electric vehicles

Simulation approach

11

22

33

October 2013 I 10

Valeo Components

Conclusions55

44

4000

5000

6000

7000

8000

9000

10000

Main issue of Hybrid/ Electric : COST !Cost of powertrain (€)

68%

29%

WW Market Share

2012

October 2013 I 11

0

1000

2000

3000

GASOLINE STOPSTART

DIESEL STOPSTART

GASOLINE HYBRID48V

GASOLINE MILD

HYBRID

GASOLINE FULL

HYBRID

GASOLINE PHEV

BEV

1% 2% 0 % 0 %0 %

Diesel today just represent the upper limit customers are ready to pay for�Hybrids won’t develop in mass market without a clear cost breakthroughDiesel today just represent the upper limit customers are ready to pay for�Hybrids won’t develop in mass market without a clear cost breakthrough

4000

5000

6000

7000

8000

9000

10000

Main issue of Hybrid/ Electric : COST !Cost of powertrain (€)

Systems 300-600V

Systems 100-200 V

Systems 12VSystems

48 V

October 2013 I 12

0

1000

2000

3000

GASOLINE STOPSTART

DIESEL STOPSTART

GASOLINE HYBRID48V

GASOLINE MILD

HYBRID

GASOLINE FULL

HYBRID

GASOLINE PHEV

BEV

Main reason of high cost is battery voltage. The higher the voltage, the higher the costMain reason of high cost is battery voltage. The higher the voltage, the higher the cost

Agenda

Market Analysis

Main issues of Hybrid / Electric vehicles

Simulation approach

11

22

33

October 2013 I 13

Valeo Components

Conclusions55

44

Optimized hybrid : simulation approach

Gearbox ICE

EMEDLC

HV

Bus

EMStarter/Alternator

LV Battery

DC/DC

Architecture study (e-Machine location)

Electric motor & battery(Technology, Power, Voltage, Capacity)

HEV simulation platform

� Energy Management– Voltage and current

curves– Operating modes– Energy storage

� Fuel consumption

October 2013 I 14

0

20

40

60

80

100

120

140

0 200 400 600 800 1000 1200

TIME (s)

VE

HIC

LE

SP

EE

D (

km/h

)

Mission profile(NEDC, WLTC, Artemis Urban)

Vehicle platform(Engine displacement, segment)

Traction model

Supervisormodel Vehicle & driver

model

Efficient use of energy

� Fuel consumption – CO2 saving– Cost / gCO2

���� Optimized system

Architecture study

☺ Single Electric Machine☺ Easy integration in case of belt driven system� Low global efficiency due to engine losses� Engine losses compensation by EM

Gearbox ICE

EM EDLC

LV Battery

HV

Bus

DC/DC

Gearbox ICE

HV

Bus

EMStarter/Alternator

LV Battery

DC/DC

CM

G

☺ No engine losses to compensate� Original clutch to be controlled & additional clutch required� Integration issue on transversal engine� Potential additional starter / alternator

Electric Motor directly on the crankshaft of the engine

Electric Motor between engine and gearbox with an additional clutch

BS

G

October 2013 I 15

☺ No engine nor gearbox losses to compensate☺ Torque continuity during gear change� Original clutch to be controlled & additional clutch required� Additional starter / alternator� Speed range issue for electric motor efficiency

Gearbox ICE

EMEDLC

HV

Bus

CM

G

Gearbox ICE

EMEDLC

HV

Bus

EMStarter/Alternator

LV Battery

DC/DC

� Potential additional starter / alternator� Torque control during engine start

Electric Motor behind the gearbox through a disconnect clutch

GM

G

First conclusion: Easiest / cheapest system is with belt-driven machineFirst conclusion: Easiest / cheapest system is with belt-driven machine

Extended Stop / Start (even with manual gearbox), coastingElectric mode: running and take off (even with belt driven system) Generation mode & regenerative brakingTorque assist / Overboost

Operation modes

Operation modeTorque split management

October 2013 I 16

Torquerequest

Electric Torqueassist

GenerationConventional Overboost

Electric machineThermal engine

Driver requestOverboost request

NEDC results

Battery capacity sizing

0 50 100 150 200 250 300 350 4000

200

400

600

800

1000

1200NEDC - MH1

6kW CP8kW MR14kW MR14kW PM14kW PM pancake

400

600

800

1000

1200NEDC - MH2

8kW MR14kW MR14kW PM

MH1

MH2

Ele

ctric

ene

rgy

stor

ed in

ED

LC d

urin

g re

gene

rativ

e br

akin

g [k

J]

~50 kJ

Ele

ctric

ene

rgy

stor

ed in

ED

LC d

urin

g re

gene

rativ

e br

akin

g [k

J]

0 50 100 150 200 250 300 350 4000

200

400

600

800

1000

1200

1400

1600Artemis Urban - MH1

6kW CP8kW MR14kW MR14kW PM14kW PM "pancake"

400

600

800

1000

1200

1400

1600Artemis Urban - MH2

8kW MR14kW MR14kW PM14kW PM "pancake"

40-70 kJ

MH1

MH2

EM power limitation

EM power limitation

Artemis urban results

Simulation results on B segment vehicle

BSG

CMG

BSG

CMG

October 2013 I 17

0 50 100 150 200 250 300 350 4000

200

14kW PM14kW PM pancake20kW PM20kW PM pancake

0 50 100 150 200 250 300 350 4000

200

400

600

800

1000

1200NEDC - MH3

8kW MR: ZEV214kW PM pancake: ZEV214kW MR: ZEV214kW PM: ZEV220kW PM pancake: ZEV220kW PM: ZEV2

MH3

EDLC max. storable energy [kJ]

Ele

ctric

ene

rgy

stor

ed in

ED

LC d

urin

g re

gene

rativ

e br

akin

g [k

J]

~75 kJ

~75-105 kJ

EDLC max. storable energy [kJ]E

lect

ric e

nerg

y st

ored

in E

DLC

dur

ing

rege

nera

tive

brak

ing

[kJ]

0 50 100 150 200 250 300 350 4000

200

400

600

800

1000

1200

1400

1600Artemis Urban - MH3

8kW MR14kW MR14kW PM14kW PM "pancake"20kW PM20kW PM "pancake"

0 50 100 150 200 250 300 350 4000

200

14kW PM "pancake"20kW PM20kW PM "pancake"

40-75 kJ

75-105 kJ

MH3

limitation

EM power limitation

GMG GMG

Second conclusion: Best value usable energy capacity < 100 kJSecond conclusion: Best value usable energy capacity < 100 kJ

100 kJ is the optimal usable level of energy

However, to size the storage pack, need to apply SOC and safety factors

Using ultracapacitors, the only limit in SOC is voltage drop. To keep voltage at nominal level, we have then considered a maximum 50% depletion in use:

� We then considered the size of UCAPs pack at ~200kJ

Battery capacity sizing

October 2013 I 18

Using Li-Ion batteries, it is necessary to limit the SOC swing in order to have a good lifetime (ex : 30%). Also, the peak currents (12kW under 48V gives 250Amps) might seriously damage the battery. Hence , in accordance with battery makers, we have applied an additional safety factor of 2 to 3.

� We then considered the size of the Li-Ion pack at ~600-900 kJ (~180-270Wh) – therefore, a Li-ion cell around 6Ah

Third conclusion: Small storage capacity is enough (< 900 kJ)Third conclusion: Small storage capacity is enough (< 900 kJ)

Electric Motor sizingSimulation results on NEDC cycle

B segment vehicle

CO

2 e

mis

sio

ns

be

ne

fit

(%)

MH1 4kW CP

MH1 6kW CP

MH1 8kW MR

MH1 14kW MR

MH2 8kW MR

MH2 14kW PM

MH2 14kW MR

MH2 14kW PM P

MH1

MH2MH3GMG

CMG

BSG

BSG 6kW CP

BSG 8kW MR

BSG 14kW MR

CMG 8kW MR

CMG 14kW PM

CMG 14kW MR

CMG 14kW PMP

October 2013 I 19

CO

2 e

mis

sio

ns

be

ne

fit

(%)

OEM on cost wo integration overcost (€)

MH2 14kW PM P

MH2 20kW PM P

MH3 8kW MR

MH3 14kW MR

MH3 14kW PM

MH3 20kW PM

CP : Claw Pole

MR : Mixed Rotor

PM : Permanent Magnet

PM P : Permanent Magnet Pancake

Fourth conclusion: best cost to value with a 6-8 kW BSG motorFourth conclusion: best cost to value with a 6-8 kW BSG motor

CMG 14kW PMP

CMG 20kW PMP

GMG 8kW MR

GMG 14kW MR

GMG 14kW PM

GMG 20kW PM

Agenda

Market Analysis

Main issues of Hybrid / Electric vehicles

Simulation approach

11

22

33

October 2013 I 20

Valeo Components

Conclusions55

44

Valeo i-BSG Product Definition

Claw poles number : 8pp

Interpolar magnets type : Low Dy rate

Stator type : U pins

Stator length : 42mm

Phases number : 2 x 3

Stator thermal sensor

166,5mm

169 mm**

E-machine description

October 2013 I 21

Stator thermal sensor

Cooling : Forced air convection

Electronics : Integrated inverter

Protection level : IP25

Weight : 9,5kg

169 mm**

Ø 1

55*

* Bracket diameter

** Without pulley

Valeo i-BSG Product DefinitionE-machine Mappings

October 2013 I 22

Valeo DC/DC Converter DefinitionPrototype – Specifications

Item ValueElectronic Reversible buck (pre-charge and/or boost feature)

Uninsulated chopper with embedded EMC filters in LV side

Input Voltage Range Buck: 24 – 48 – 54V Boost: 36 – 48 – 52V

Output Voltage Range Buck/Boost: 8 – 14 – 16V Derating between 8 and 10V

Max Rated Power 2,5kW @ 14,5V

Efficiency 96% @ 500W

October 2013 I 23

• Bi-directional power flow � Can supply the energy storage unit with power• High safety class (ASIL C), high power (2,5kW)

Efficiency 96% @ 500W 93,5% @ 2500W

Weight < 3,1kg

Cooling Air cooled with minimal air velocity 2m/s

Full Temperature Range -30 to +75°C Derating between 75 and 105°C

Protection class IP67, IPX9X

Energy Storage Full compliance with Li-Ion battery (bidirectional power flow when Vin > Vout)

Valeo DC/DC Converter DefinitionPrototype – Packaging

Dimensions

Length: 218mm

Witdh: 152mm

Height: 78mm

Volume: 2,6l

���� Estimated weight: 3kg Power BoardScalable Design

Control Board

October 2013 I 24W

L

H

Scalable Design 4 Cells

Energy StorageEngine & Powertrain Control Unit

Vehicle implementation

October 2013 I 25

BSG

e-machineInverter

DC/DC Converter

Demonstrator : BSG implementation on 1,6l Turbo GDI M/T : i-BSG integration scheduledDemonstrator : BSG implementation on 1,6l Turbo GDI M/T : i-BSG integration scheduled

Fuel economy results Simulation results on NEDC cycleB segment vehicle

Extended stop start Up to 5.5%

Regen andboost

Up to 5%

Electricmodes

Up to 3-4%

October 2013 I 26

13- 15% Fuel economy can be achieved13- 15% Fuel economy can be achieved

Vehicle assessment

Stop Start extended functionFaster starting with BSG machine than starter / starter generator

Very low vibration level and silent cranking

Capability of Reflex start & coasting up to 70kph

Excellent Engine stop assistance : -70% stop time & oscillation

Torque assist

October 2013 I 27

Transparent to the driver,

Turbolag compensation at low revs

Electric mode in running & take Off conditionsTransparent switch from thermal to electric mode even in take off

Up to 30kph electric drive possible in steady state conditions, up to 20% driving time in city conditions

Overall excellent driveabilityOverall excellent driveability

Cost estimate

Total system cost estimate (Machine, Inverter, Battery, DCDC and ancilliaries) in €

Production volume sensitivity with projection up to 1 Mu/yr.

1000

1200

1400

Current Mild Hybrids

October 2013 I 28

0

200

400

600

800

40 ku/yr 150 ku/yr 1 Mu/yr

The value equation turns very positive with mass production volumes,in the 40€/g CO2 rangeThe value equation turns very positive with mass production volumes,in the 40€/g CO2 range

Agenda

Market Analysis

Main issues of Hybrid / Electric vehicles

Simulation approach

11

22

33

October 2013 I 29

Valeo Components

Conclusions55

44

Conclusion

A 48V mild hybrid system can deliver 13 - 15% fuel economy

A 48V system allows, through rightsizing of the storage element, to cut cost of current mild hybrids by half

This is why we believe mild hybrids could go to mass-market and reach a 10-12% WW market shares in 2020 .

October 2013 I 30

a 10-12% WW market shares in 2020 .

Thank you

October 2013 I 31