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BATTERY CONFERENCE 2018

April 09-11, 2018 in Münster/Germany
Further information: www.battery-power.eu

Dates
07.02.2017 (09:00) – 08.02.2017 (17:00)
in Garmisch-Partenkirchen (Dorint Resorts)

Chairman
Dipl.-Ing. Andreas Sehr
FEV GmbH, Aachen

Why you should attend this event

The conference will tackle various of these aspects, reviewing the state of the art and introduce interesting VCR solutions, among others the FEV VCR con-rod, with reference to different technical applications.

Apart from the deep insides into latest VCR Research and developments this new platform offers multiple opportunities for mutual exchange with reputable industry representatives and engineering experts.

Topic

The ongoing trend of downsizing and boosting of gasoline engines has already achieved impressive results however leads to an increased tendency of combustion knock at higher engine loads. Varying the compression ratio during engine operation is one measure to avoid this limitation and to enable the demand for increased torque and power with an improved fuel consumption in the entire engine map.

Varying the compression ratio on diesel engines results in reduced peak firing pressures and temperatures, beneficial for lowered thermo-mechanical stress and reduced engine-out pollutant emissions. This enables two different opportunities for VCR application. First option is to extend the power output on an already PFP limited base engine. Alternatively: Rightsizing the bearing dimension according the reduced peak firing pressure enables friction reduction and finally an improved fuel consumption. On top of these mechanical advantages, VCR provides potential to lower engine-out NOx under higher operating loads, important for optimal compliance of future RDE demands.

Dual fuel engines suffer from the compromise for the compression ratio. E.g. marine engines require a low compression ratio for the gas application while running most of the time on heavy fuel oil (HFO) where the high compression ratio would enable fuel consumption and operator cost reduction. Varying the compression ratio during engine operation is one measure to optimize efficiency for the different fuels.

Information and booking

Author: Stephan Schiffer
More information about the author

Um die zunehmend anspruchsvollen CO2-Vorgaben der EU in den gesetzlichen Verbrauchszyklen einzuhalten, setzen Automobilhersteller in konventionellen Fahrzeugen zunehmend auf eine Downsizing-Strategie. Diese Strategie bringt große Herausforderungen bei der kundenwerten Dynamikauslegung der Fahrzeuge mit sich. Durch das Downsizing teilt sich der instationäre Drehmomentaufbau des Verbrennungsmotors in zwei Phasen. Bei einem Fahrpedal Tip-In baut sich nach einer Totzeit unverzüglich das relativ geringe, saugmotorische Drehmoment auf. Dann erst erfolgt weiterer Drehmomentzuwachs durch das Aufladesystem. Aufgrund dieser Zweistufigkeit besteht die Herausforderung darin, beim Kunden einen möglichst spontanen und konstanten Beschleunigungseindruck entstehen zu lassen. Elektrifizierte Fahrzeuge weisen dagegen, aufgrund des nahezu ohne Verzögerung regelbaren Drehmoments der E-Maschine, in kundennahen Fahrleistungskriterien deutliche Vorteile gegenüber konventionellen Fahrzeugen auf. Im Kontext der bisherigen Forschungsarbeit wurden die klassischen Fahrmanöver zur Angabe und Auslegung der Fahrzeugdynamik (z.B. Beschleunigungszeit 0-100km/h) um realitätsnahe Kriterien ergänzt, um das vom Kunden in realen Fahrsituationen erlebte Beschleunigungsverhalten besser abzubilden. Zur simulativen Bewertung kundennaher Fahrleistungskriterien wurde ein neuartiger Instationäransatz gewählt, um transiente Beschleunigungsvorgänge abzubilden. Kernidee dabei ist die Kopplung eines stationären Gesamtfahrzeugmodells mit einem motorspezifischen Gradientenmodell. In diesem Beitrag erfolgt eine umfangreiche Validierung dieses neuartigen Instationäransatzes. Im ersten Schritt werden die Gültigkeitsgrenzen bestimmt, in denen das Gradientenmodell den instationären Drehmomentaufbau hinreichend genau beschreibt. Dazu werden die relevanten Stellhebel in realen Fahrzeugen (Startdrehzahl, Gesamtübersetzung und Fahrzeugmasse) variiert. Die Simulationsgüte wird anschließend im zweiten Schritt mithilfe einer statistischen Betrachtung des relativen Fehlers zwischen Messung und Simulation bestimmt. Durch Gesamtfahrzeugüberleitungen und einer abschließenden technischen Plausibilisierung wird die Validierung des hergeleiteten Ansatzes, transiente Längsdynamikmanöver simulativ abzubilden, abgeschlossen. Eine Sensitivitätsanalyse unter Anwendung des validierten Instationäransatzes zeigt anschließend auf, in welchem Maß konventionell angetriebene Fahrzeuge hinsichtlich der realitätsnahen Fahrleistungskriterien elektrifizierten Fahrzeugkonzepten angenähert werden können.

EEHE Germany Highlights 2016

by: Ahad Ahmed Buksh

In the second week of June, key players of the automotive industry got together in Wiesloch, Germany to discuss the future electrical and electronic systems in Hybrid and Electrical Vehicles. The conference known as Electric and Electronic Systems in Hybrid and Electrical Vehicles and Electrical Energy Management (EEHE) or EEHE for short, featured a broad spectrum of participants ranged from Directors, Managers, and Engineers to Technical Specialists from companies like Daimler, Volvo, BMW, Ford, Bosch, Continental, Denso, Valeo, etc.

Hybrid/Electric vehicle market really growing

The market for HEVs and EVs is finally showing signs of real growth and many vehicle manufacturers stressed their needs for increased share of hybrid and electric vehicles in fleet management, mainly as a result of emission legislation.

Daimler, for instance, is expecting to grow its fleet of electrified vehicles (HEV/EVs) by 70% in 2016 to more than 60,000 this year. The company also showcased a smartphone application for HEV/EVs that shows data on charging profile, nearest charging stations and in future, and eventually to turn on the heater before driving.

For its part Volvo has kept its focus on the development of high voltage systems. The company demonstrated a strong commitment to electrification with its new T8 twin engine. Volvo is targeting 10% electrified share of its fleet offering by 2020 and expects to have a fully electric car commercially available by 2019.

48 V, a cost effective solution

Players like Valeo and FEV demonstrated a modular approach for electric architectures. Both suppliers stressed the need for 48 V systems to achieve the required CO2 emission targets.

Valeo suggested a dual-board net approach where there will be two sources, namely a 12 V lead acid battery along with a 48 V lithium-ion battery pack. The 12 V battery would supply power to low voltage control systems like head unit or airbag ECU, whereas the 48 V source would be dedicated to high current operations such as energy recuperation, boosting and active suspension. Valeo expects to supply 48 V systems to more than twenty different car manufacturers in the next three years, although this sounds very optimistic.

ECU consolidation in the automotive sector

As the industry moves towards the autonomous cars, major Tier 1s are focusing on optimizing the power consumption of future cars.

Continental demonstrated how adding new electrical components for different levels of automation adds to CO2 emissions. The company showed that in order to reach the L2 (partial automation) level, CO2 emissions increase by as much as 4.2 g/km, while attaining the L5 (high automation) level implies further detrimental emissions behavior to the tune of +6.7 g/km. This counterproductive surge in emissions demands efforts on architectural optimization, and one way is through the integration of electronic control units (ECUs). Today, a premium car exceeds 70 ECUs—one per application. While more functions will emerge, in future Continental sees multiple functions implemented in a single ECU. Continental demonstrated its own “evolution” and “revolution” version with new concepts for electric and electronic architectures.

Specifically, for hybrid/electric vehicles Continental demonstrated a prototype known as Bidirectional Charge and Traction System (BCTS). There are two significant features here, firstly the use of advanced electronics components based on SiC and second, multi-functional operation:

  • DC/AC conversion for the motor
  • DC/DC voltage conversion
  • AC/DC and DC/DC conversion for the battery

Today, the above operations are performed by individual ECUs but this multi-function system further validates the need to consolidate within ECUs. This not only saves power but reduces the cost and weight of modules. Another interesting aspect of the BCTS was that it used SiC MOSFETs and diodes as components. Even though BCTS is a prototype, the fact that Continental is testing its systems with SiC components goes to show that SiC may well just be the future technology for high voltage applications.

Conclusions

EEHE provided an opportunity for the major industry players to showcase their latest work and thinking. From the presentations and discussions it was evident that each automotive supplier is working hard to find new ways to meet impending new stringent CO2 targets with electrification as the main strategy.


Ahad Ahmed Buksh
Analyst Automotive Semiconductors
IHS Technology
Friedenheimer Brücke 29, Munich 80639
Phone: +49 8989526 9015
ahad.buksh@ihs.com

8. Internationale Fachtagung
Kraftwerk Batterie 2016
am 26. – 27.04.2016 in Münster
www.battery-power.eu

Ottmar Sirch und Carsten Hoff with co-operation of 106 co-authors 2014, 502 pages., 376 pictures, 34 charts, 
ISBN: 978-3-8169-3264-2

Preface

Hybrid, Plug-In Hybrid and Electric Vehicles are entering the worldwide automotive market and the expectations are that by the middle of this decade there will be a wide range of established OEMs as well as newcomers offering these kinds of vehicles. Forecasts from several market research institutes project a significant increase of annual growth in volumes and revenues. According to ZSW (Zentrum für Sonnenenergie- und Wasserstoff-Forschung Baden- Württemberg), the number of registered electric vehicles worldwide has increased at an annual rate of more than 100% over the last three years. At the beginning of 2012, nearly 100,000 of the cars were on the roads worldwide. This sum rose a year later to a total of 200,000, and then again to 405,000 units earlier this year. ZSW projects that, if growth increases at the same rate, there will be more than 1 million electric vehicles on the road by the beginning of 2016. This tally does not include motorcycles, trucks, buses and the now more than 6 million conventional full-hybrid vehicles. The US, Japan and China are leading the market, according to the analysis, followed by France, Holland, Norway and Germany. Japanese and US automotive groups are the leading providers, assisted by strong market incentive programs in their countries. Nissan is the top-seller, followed by GM/Opel and Toyota; Tesla is accelerating rapidly. The batteries for the xEVs come mainly from Japan and South Korea, ZSW noted [1].

After a period of several years which was dominated by Toyota´s hybrids a lot of major players launched their xEVs onto the market and announced strategic approaches to cover a wide spectrum of electric vehicles and to meet the requirements for the next generation products in terms of technical characteristics, costs, production and aftersales. Experts for all product areas – e.g. motors, power electronics and energy storages – have been employed during the last years either in the automotive industry as well as other related branches and are working intensively together to provide appropriate concepts. Analyzing different OEMs we see different approaches for the challenging xEV market: The Volkswagen Group’s MQB modular platform is one of the four main modular toolkits (modulare Baukästen) of the Group: the MQB (transverse), the MLB (longitudinal), the MSB (standard drive), and the NSF (new small family). The platforms standardize many vehicle component parameters across brands and vehicle classes, while at the same time offering access to new technologies, such as alternative drive systems. The new Mark 7 Golf, which is MQB-based, offers gasoline, diesel, natural gas, plug-in hybrid (the GTE), and battery-electric (the e-Golf) versions, all of which can be manufactured bumper-to-bumper on the same assembly line. The MQB spans the A0 to C segment [2].

The Ford Motor Company, in conjunction with GE, will supply electric vehicle charging stations at Ford facilities nationwide, beginning with facilities in and around its headquarters in Detroit. Ford will begin installing the GE WattStation Level 2 charging stations across its North American campuses, developing a workplace charging network at nearly every Ford facility in the United States and Canada using the new charging network, Ford employees commuting to their jobs from up to 21 miles away in plug-in hybrid vehicles – Fusion Energi and C-MAX Energi – may be able to drive entirely on electric power to and from work. Fusion Energi and C-Max Energi have EPA-estimated MPG ratings of 44 mpg US city, 41 highway and 43 combined and have an EPA-estimated range of 21 miles (34 km) electric. Drivers of the electric-only Focus Electric, which has an EPA-estimated range of 76 miles (122 km) on a full charge, will have even more gas-free commuting potential. The Ford charging service will be free to employees for the first four hours of charging each day. By offering free charging, Ford is trying to encourage charging station sharing, enabling twice as many employees to charge at work for free. Ford is also asking employees to use the MyFord Mobile smartphone app to collect driving and charging information to help the company understand driving patterns and potentially influence future product design.

Ford estimates it will cost about 50 cents to fully charge each vehicle. Ford’s WattStation charging station units will be connected together. As a result, the company will be able to gather comprehensive information on electrified vehicle use, such as the number of hours vehicles are charging and the amount of carbon dioxide reduced. It can then use actual station data to plan for additional station installations. Ford plans to install electric vehicle charging stations at more than 60 of its offices, product development campuses and manufacturing facilities. The installation will begin at Ford’s southeast Michigan facilities and roll out across other facilities throughout 2014.

Beside these activities the efforts to improve fuel consumption and CO2 emissions of conventional vehicles with internal combustion engines are an ongoing process. New approaches for energy management, highly sophisticated operating strategies and new technologies are being researched and developed and will be applied soon. These technologies are combined to new powerful systems which are capable of fulfilling the CO2 targets as well as the requirements for new features. Alternatively to today´s established 12 Volt, 48 Volt is establishing itself as a new vehicle power supply voltage, which increases the capability of the conventional vehicles with internal combustion engines in terms of electric power for new features, recuperation, fuel consumption and CO2 emissions to improve its position in the competition with xEVs. The market potential for a 48 V power supply has been evaluated by a number of parties including institutes, OEMs and suppliers. The results show significantly rising volumes in the second half of this decade.

Forecasts in analysts’ figures show a significant market share for 48 Volt beyond 2020. Additionally, for 2025 market research predicts that more than 30% of all vehicles will have an electrified powertrain.

The book in hand was created for the 3rd conference “Electric & Electronic Systems in Hybrid and Electric Vehicles and Electrical Energy Management” organized by Haus der Technik e.V. Essen May 6th and 7th, 2014, in Bamberg. Subjects and articles about the overall system of electrics/electronics of hybrid and electric vehicles and concepts of electrical energy management will be presented and discussed in detail. Solutions for hybrid, plug-in hybrid and electric vehicles and E/E architectures, charging systems, power electronics, and low voltage accumulators will be covered.

We want to thank all the authors and speakers whose interesting technical contributions support the edition of this book. Furthermore, we thank Mr. Bernd Hömberg and his staff from Haus der Technik e.V. in Essen for planning and organizing the event, Mrs. Anita Koranyi and Mr. Matthias Wippler from expert-Verlag in Renningen for publishing the book and Mrs. Dr. Vera Lauer, Mr. Dirk Balzer, Mr. Prof. Dr. Ludwig Brabetz, Mr. Prof. Dr. Stephan Frei, Mr. Friedrich Graf, Mr. Prof. Dr. Hans-Georg Herzog, Mr. Dr. Jan Lichtermann, Mr. Dr. Marc Nalbach, Mr. Dr. Dieter Polenov, Mr. Dr. Hartmut Pröbstle, Mr. Dr. Tomas Reiter, Mr. Prof. Dr. Dirk-Uwe Sauer, Mr. Peter Schmitz and Mr. Richard Schöttle for their support and engagement in the program committee.

Bamberg, May 2014

Ottmar Sirch Dr. Carsten Hoff

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