20131021 GTUserConference Frankfurt - gtisoft.com...20131021_GTUserConference_Frankfurt.pptx Author:...
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Porsche Engineeringdriving technologies
Electrification of the powertrain.Further potentials for downsizing?V. Bevilacqua, E. Jacobs, G. Grauli, J. Wüst
European GT-SUITE Conference, Frankfurt/Main, 21 October 2013
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21.10.2013- 3 -
Electrification of the powertrain – further potentials for downsizing?V. Bevilacqua, E. Jacobs, G. Grauli, J. Wüst
Porsche Engineeringdriving technologies
> Introduction
> Simulation procedure
> Concepts
> Simulation results
> Determination of power and energy demands
> Conclusions
Electrification of the powertrain – further potentials for downsizing?Contents
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21.10.2013- 4 -
Electrification of the powertrain – further potentials for downsizing?V. Bevilacqua, E. Jacobs, G. Grauli, J. Wüst
Porsche Engineeringdriving technologies
> Significant reduction of CO2 emissions for next generation vehicles.
> Vehicle performance limits the downsizing level.> Demand for a 48 V system and electrical
hybridization.> Electrification of the powertrain is a new degree
of freedom.
Optimization potential of synergic effects?
Introduction
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21.10.2013- 5 -
Electrification of the powertrain – further potentials for downsizing?V. Bevilacqua, E. Jacobs, G. Grauli, J. Wüst
Porsche Engineeringdriving technologies
Potential of fuel consumption reduction
“Ideal Conditions”:ü Power inputû No inertiasû No additional weights
“Inertia Contribution”:ü Power inputü Polar inertiasû No additional weights
Preliminary design of the e-Machines
Battery sizing and total weights assumptions
“Real Conditions”:ü Power inputü Polar inertiasü Overall weights
Evaluation of Power and Energy
demands
Evaluation of Power and Energy
demands
Evaluation of Power and Energy
demands
Simulation Procedure> 3 levels of approximation for the investigation of hybrid concepts:
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21.10.2013- 6 -
Electrification of the powertrain – further potentials for downsizing?V. Bevilacqua, E. Jacobs, G. Grauli, J. Wüst
Porsche Engineeringdriving technologies
> Reference is a twin charged engine:
− Supercharger + turbocharger (SC+TC)
Other models are hybrid concepts with two different levels of hybridization.
> 3 thermodynamic hybridizations feasible with a system of 48 V:
− E-supercharger + turbocharger (eSC+TC)
− E-flowcharger + turbocharger (eFC+TC)
− E-turbocharger (eTC)
> 1 plug-in hybrid with a system of 280 V:
− turbocharger + e-cranktrain (TC+eCT);
Concepts
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21.10.2013- 7 -
Electrification of the powertrain – further potentials for downsizing?V. Bevilacqua, E. Jacobs, G. Grauli, J. Wüst
Porsche Engineeringdriving technologies
Concepts – Reference SC+TC: Mechanical charger and turbocharger
> Turbo- and super-charged engine.
> SC works up to 3000 rpm (clutch).
> Bypass-valve for the SC.
> Additional CAC.
T
SC
1 CAC
2 CAC
C
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21.10.2013- 8 -
Electrification of the powertrain – further potentials for downsizing?V. Bevilacqua, E. Jacobs, G. Grauli, J. Wüst
Porsche Engineeringdriving technologies
Concepts – Thermodynamic hybridizationeSC+TC: Electrically driven supercharger and turbocharger
T
SC
1 CAC
2 CAC
e-M
C
> Supercharger driven by an e-machine (no clutch).
> Boost pressure controlled by the e-Motor.
> E-Motor: 48 V SPM with external rotor.
− Peak power 8.0 kW
− Max. speed 7500 rpm
> Batteries: 13 lithium-polymer cells.
− Capacity 1.9 kWh
− Weight 11.7 kg
> +27 kg heavier than base model.
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21.10.2013- 9 -
Electrification of the powertrain – further potentials for downsizing?V. Bevilacqua, E. Jacobs, G. Grauli, J. Wüst
Porsche Engineeringdriving technologies
Concepts – Thermodynamic hybridizationeFC+TC: Electrically driven radial compressor (flow charger) and turbocharger
* A DC/DC converter is needed
T
1 CAC
2 CAC
e-MFC
C
> Radial compressor driven by an e-machine.
> Boost pressure controlled by the e-Motor.
> E-Motor: 200 V* SPM.
− Peak power 9.0 kW;
− Max. speed 121 500 rpm;
> Batteries: 13 lithium-polymer cells.
− Capacity 1.9 kWh;
− Weight 11.7 kg;
> +23 kg heavier than base model.
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21.10.2013- 10 -
Electrification of the powertrain – further potentials for downsizing?V. Bevilacqua, E. Jacobs, G. Grauli, J. Wüst
Porsche Engineeringdriving technologies
Concepts – Thermodynamic hybridizationeTC: Turbocharger assisted by electrical motor/generator mounted on turboshaft
Te-M
CAC
C
> Single stage turbocharger assisted by an e-machine.
> Only 1 CAC needed.
> Turbocharger is very close to surge limit.
> E-Motor: 200 V* SPM.
− Peak power 9.6 kW
− Max. speed 160 000 rpm
> Batteries: 13 lithium-polymer cells.
− Capacity 1.9 kWh
− Weight 11.7 kg
> +20 kg heavier than base model. * A DC/DC converter is needed
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21.10.2013- 11 -
Electrification of the powertrain – further potentials for downsizing?V. Bevilacqua, E. Jacobs, G. Grauli, J. Wüst
Porsche Engineeringdriving technologies
Concepts – Plug-in hybridTC+eCT: Turbocharger plus an electrical motor/generator
TC
CAC
e-M/G
> Single stage turbocharger.
> Only 1 CAC needed for this configuration.
> Regenerative braking possible.
> E-Motor: 280 V SPM with concentrated windings.
− Peak power 57.6 kW
> Batteries: 76 lithium-polymer cells.
− Capacity 11.2 kWh
− Weight 68.4 kg
> +117 kg heavier than base model.
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21.10.2013- 12 -
Electrification of the powertrain – further potentials for downsizing?V. Bevilacqua, E. Jacobs, G. Grauli, J. Wüst
Porsche Engineeringdriving technologies
> Each engine is coupled with a model of a compact car.
> Four different acceleration maneuver have been analyzed:
− T1: from 60 to 100 km/h in 6th gear
− T2: from 80 to 120 km/h in 5th gear
− T3: from 80 to 120 km/h in 6th gear
− T4: from 100 to 200 km/h in 6th gear
> Simulation constrains for every concept:
− Consistent maximum torque
− Similar time per maneuver (if possible)
− Constant knock tendency (Knock Index)
− Maximum T3 of 950°C
Simulation Procedure
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21.10.2013- 13 -
Electrification of the powertrain – further potentials for downsizing?V. Bevilacqua, E. Jacobs, G. Grauli, J. Wüst
Porsche Engineeringdriving technologies
Simulation Results
Enhanced torque build-up to compensate for the weight
disadvantage.
Maneuver T3 – Real Condition - 80 120 km/hr in 6th gear
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21.10.2013- 14 -
Electrification of the powertrain – further potentials for downsizing?V. Bevilacqua, E. Jacobs, G. Grauli, J. Wüst
Porsche Engineeringdriving technologies
Simulation ResultsManeuver T3 – Real Condition - 80 120 km/hr in 6th gear
SC auxiliary torque
Turbolag compensation by e-cranktrain
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21.10.2013- 15 -
Electrification of the powertrain – further potentials for downsizing?V. Bevilacqua, E. Jacobs, G. Grauli, J. Wüst
Porsche Engineeringdriving technologies
Simulation ResultsManeuver T3 – Real Condition - 80 120 km/hr in 6th gear
= ~ 6.5 – 7.5
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21.10.2013- 16 -
Electrification of the powertrain – further potentials for downsizing?V. Bevilacqua, E. Jacobs, G. Grauli, J. Wüst
Porsche Engineeringdriving technologies
Determination of power and energy demandsProcedure
> Three main assumption are made for the electric energy recovering:
− Total electric recharge: energy is recovered by regenerative braking and / or charging.
− Partial electric recharge: energy is partially recovered while braking /charging, and partially by the internal combustion engine shifting the load operating point. *
− ICE recharge: energy demand is recovered by the combustion engine. **
* the energy demand is transformed in an equivalent of fuel with an overall efficiency of 30%
** transformation efficiency of 10%
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21.10.2013- 17 -
Electrification of the powertrain – further potentials for downsizing?V. Bevilacqua, E. Jacobs, G. Grauli, J. Wüst
Porsche Engineeringdriving technologies
Partial electric recharge(η = 30 %)
Total electric recharge ICE recharge (η = 10 %)
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21.10.2013- 18 -
Electrification of the powertrain – further potentials for downsizing?V. Bevilacqua, E. Jacobs, G. Grauli, J. Wüst
Porsche Engineeringdriving technologies
***
***200/hr reached 0.7 seconds after the other models
Partial electric recharge(η = 30 %)
Total electric recharge ICE recharge (η = 10 %)
Partial electric recharge(η = 30 %)
Total electric recharge ICE recharge (η = 10 %)
Partial electric recharge(η = 30 %)
Total electric recharge ICE recharge (η = 10 %)
Partial electric recharge(η = 30 %)
Total electric recharge ICE recharge (η = 10 %)
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21.10.2013- 19 -
Electrification of the powertrain – further potentials for downsizing?V. Bevilacqua, E. Jacobs, G. Grauli, J. Wüst
Porsche Engineeringdriving technologies
Conclusions
> Different level of hybridization have been evaluated:− Thermodynamic hybridization with a system of 48 V.
> Fuel consumption improvement up to 6 % with comparable transient behavior.
> Systems show a similar power demand.
− E-turbo: better packaging but limitations due to compressor surge and revolutions of the electrical machine
− E-flow charger: challenge to design a high revolution electrical machine (>150.000 rpm)
− Plug-in hybrid with a system of 280 V.> Improved thermodynamic engine efficiency during transient maneuvers.
> Significant higher vehicle weight.
> Fuel consumption reduction during transient maneuvers are heavily dependent on operating strategy (high degree of freedom) .
> Design of the powertrain is heavily dependent on the driving profile à “Diversification”− Full hybridization shows advantages in urban driving conditions.− Degree of electrification should be lower for driving profiles with long distances and constant speed.
> Hybridization of the powertrain leads to new requirements for the downsizing concepts. Higher total efficiencies are possible, but optimization needs to consider the driving profiles.
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Porsche Engineeringdriving technologies
Thank you for your attention!
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21.10.2013- 21 -
Electrification of the powertrain – further potentials for downsizing?V. Bevilacqua, E. Jacobs, G. Grauli, J. Wüst
Porsche Engineeringdriving technologies
Simulation ResultsManeuver T3 – Real Condition - 80 120 km/hr in 6th gear
Later enrichment due to turbolag