48V Mild-Hybrid Architecture Types, Fuels and Power Levels Needed to Achieve 75g CO2/km

Melaika, Mindaugas; Mamikoglu, Mehmet Sarp; Dahlander, Petter

doi:10.4271/2019-01-0366

Cited by 26 publications

(15 citation statements)

References 37 publications

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“…Costs play an important role at this point. The 48 V electrification is oftentimes integrated as a low cost electrification [1]. However, compared to other hybrid topologies, e.g.…”

Section: Optimal 48 V Hybrid Drivetrainmentioning

confidence: 99%

“…In this regard, the drivetrain electrification is one of the most important development. A broad field emerges between low voltage concepts with 48 V and high voltage battery electric vehicles with voltages up to 800 V. At this point, 48 V electrification offers an optimal compromise between low costs in combination with very high savings potential [1]. Low costs are achieved by avoiding great technical effort for high voltage safety precautions [2,3].…”

Section: Introductionmentioning

confidence: 99%

“…There are various hybrid topologies with respect to the position of the EM in the drivetrain. Each topology enables different hybrid functionalities and has distinct advantages and disadvantages [1]. The EM position ranges from belt driven starter generators (P0) up to topologies with a decoupler between the internal combustion engine, short ICE, and the gearbox (P2) as well as with an additional electric rear axle (P4) [5].…”

Section: Introductionmentioning

confidence: 99%

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Optimal and prototype dimensioning of 48V P0+P4 hybrid drivetrains

Werra

Sturm

Küçükay

2020

Automot. Engine Technol.

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This paper presents a virtual toolchain for the optimal concept and prototype dimensioning of 48 V hybrid drivetrains. First, this toolchain is used to dimension the drivetrain components for a 48 V P0+P4 hybrid which combines an electric machine in the belt drive of the internal combustion engine and a second electric machine at the rear axle. On an optimal concept level, the power and gear ratios of the electric components in the 48 V system are defined for the best fuel consumption and performance. In the second step, the optimal P0+P4 drivetrain is simulated with a prototype model using a realistic rule-based operating strategy to determine realistic behavior in legal cycles and customer operation. The optimal variant shows a fuel consumption reduction in the Worldwide harmonized Light Duty Test Cycle of 13.6 % compared to a conventional vehicle whereas the prototype simulation shows a relatively higher savings potential of 14.8 %. In the prototype simulation for customer operation, the 48 V hybrid drivetrain reduces the fuel consumption by up to 24.6 % in urban areas due to a high amount of launching and braking events. Extra-urban and highway areas show fuel reductions up to 11.6 % and 4.2 %, respectively due to higher vehicle speed and power requirements. The presented virtual toolchain can be used to combine optimal concept dimensioning with close to reality behaviour simulations to maximise realistic statements and minimize time effort.

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“…Costs play an important role at this point. The 48 V electrification is oftentimes integrated as a low cost electrification [1]. However, compared to other hybrid topologies, e.g.…”

Section: Optimal 48 V Hybrid Drivetrainmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Optimal and prototype dimensioning of 48V P0+P4 hybrid drivetrains

Werra

Sturm

Küçükay

2020

Automot. Engine Technol.

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“…Especially with novel 48V power net topologies, the benefits of energy recuperation and torque assist via a BSG have drastically increased compared to previous 12V systems. 2–4 Improvements in electric motor technologies, power electronics, and microprocessors also allow for sufficiently high power output for eCs, enabling a rapid vehicle acceleration despite higher system inertia and making electric boosting a viable option for transient operation assist. 5…”

Section: Introductionmentioning

confidence: 99%

“…Especially with novel 48V power net topologies, the benefits of energy recuperation and torque assist via a BSG have drastically increased compared to previous 12V systems. [2][3][4] Improvements in electric motor technologies, power electronics, and microprocessors also allow for sufficiently high power output for eCs, enabling a rapid vehicle acceleration despite higher system inertia and making electric boosting a viable option for transient operation assist. 5 In principle, powertrains with electrified boosting systems can benefit from more efficient powertrain design and calibration, which can lead to essential fuel savings in transient driving scenarios in comparison to a conventional base variant.…”

Section: Introductionmentioning

confidence: 99%

Electric torque assist and supercharging of a downsized gasoline engine in a 48V mild hybrid powertrain

Xia

Griefnow

Tidau

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part D:

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48V systems enable not only mild hybrid functionalities such as recuperation or torque assist by a belt-driven starter generator (BSG), but also electrification of accessories and the engine boosting system. To maximize the powertrain efficiency, a proper layout of the electrified system and an optimized distribution of the electric power during transient operation is essential. In this study, a vehicle co-simulation of a conventional powertrain with a downsized turbocharged gasoline engine is extended by a 48V system with an electric compressor (eC) and a BSG. The control functions of the eC and BSG are based on a state-of-the-art vehicle application and calibrated for transient operating conditions. The engine model, which is built using a one-dimensional crank angle resolved approach in GT-POWER, has been validated with measurement data and is used to predict the interaction between the eC and the engine air path. The investigations using the simulation platform show that the 48V eC and the BSG can significantly improve the fuel effïciency if the electric energy consumption is initially neglected. However, when considering the electric energy consumption within the vehicle co-simulation, efficient operation is particularly depending on driver torque demand, the battery state-of-charge and charging effïciency. Hence, intelligent operating strategies are necessary to take advantage of the better torque response and improve fuel consumption at the same time.

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