The 48-V Mild Hybrid: Benefits, Motivation, and the Future Outlook

Hayslett, Steven; Maanen, Keith Van; Wenzel, Wolfgang; Husain, Tausif

doi:10.1109/mele.2020.2985481

Cited by 11 publications

(6 citation statements)

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“…In the architecture variants P0 and P1, the EM is attached to the ICE and serves mainly the start/stop operation. The remaining architecture variants allow the EM to be disengaged from the ICE, which enables pure electric operation and efficient recuperation of braking energy [18][19][20][21][22]. Besides the choice of the HEV architecture, the sizing of the EM, the ICE, and the battery is of significant importance concerning fuel economy.…”

Section: Challenges With Regard To the Design And The Operation Of Hybrid Electric Vehiclesmentioning

confidence: 99%

Optimal Degree of Hybridization for Spark-Ignited Engines with Optional Variable Valve Timings

et al. 2021

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The electric hybridization of vehicles with an internal combustion engine is an effective measure to reduce CO2 emissions. However, the identification of the dimension and the sufficient complexity of the powertrain parts such as the engine, electric machine, and battery is not trivial. This paper investigates the influence of the technological advancement of an internal combustion engine and the sizing of all propulsion components on the optimal degree of hybridization and the corresponding fuel consumption reduction. Thus, a turbocharged and a naturally aspirated engine are both modeled with the additional option of either a fixed camshaft or a fully variable valve train. All models are based on data obtained from measurements on engine test benches. We apply dynamic programming to find the globally optimal operating strategy for the driving cycle chosen. Depending on the engine type, a reduction in fuel consumption by up to 32% is achieved with a degree of hybridization of 45%. Depending on the degree of hybridization, a fully variable valve train reduces the fuel consumption additionally by up to 9% and advances the optimal degree of hybridization to 50%. Furthermore, a sufficiently high degree of hybridization renders the gearbox obsolete, which permits simpler vehicle concepts to be derived. A degree of hybridization of 65% is found to be fuel optimal for a vehicle with a fixed transmission ratio. Its fuel economy diverges less than 4% from the optimal fuel economy of a hybrid electric vehicle equipped with a gearbox.

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Section: Challenges With Regard To the Design And The Operation Of Hybrid Electric Vehiclesmentioning

confidence: 99%

Optimal Degree of Hybridization for Spark-Ignited Engines with Optional Variable Valve Timings

et al. 2021

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“…[12][13][14] 48 V mild hybrid technology is regarded as an effective short-term electrification solution due to its potential fuel consumption reduction and affordable cost. [15][16][17] 48 V MHEV has the ability to achieve fuel consumption benefit close to that of a full HEV through the test driving cycle, and only needs minor modifications on the existing powertrain system, so automobile manufacturers can realize agile and efficient development, avoiding dedicated platforms or architectures. 14,18 These advantages make the 48 V mild hybrid technology preferable in the current market place.…”

Section: Introductionmentioning

confidence: 99%

The development of the fuel saving control strategy for 48 V P0 system: Design and experimental investigation

Shang,

Zhang,

Yin

et al. 2024

Advances in Mechanical Engineering

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This paper presents a fuel consumption reduction control strategy for a newly-developed 48 V P0 mild hybrid electric vehicle and evaluates its fuel economy benefit experimentally. The strategy is designed with rule-based methods and utilizes various functions such as start-stop, torque boost, regeneration, load shift, BSG neutral mode and torque interventions with BSG. Fuel consumption comparison tests are performed in the WLTP cycle between the MHEV and the conventional vehicle. The authors evaluate the performance of specific key functions, analyze the energy flow of the 48 V battery, and calculate the fuel saving rate of the MHEV. The SOC of the 48 V battery is balanced in the WLTP cycle. The total energy charged to the 48 V battery is 378 Wh, of which 82% comes from the regeneration pattern. The total energy discharged from the 48 V battery is 355 Wh, of which 85% is consumed by the load shift pattern (BSG neutral state and Discharging state). The fuel consumption of the MHEV is reduced by 7.9% compared with the conventional vehicle in the WLTP cycle. The start-stop, BSG neutral, and torque interventions with BSG save fuel by 3.8%, 0.9%, and 0.5% respectively. The other hybrid functions save fuel by 2.7%.

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“…Furthermore, vehicle simulations were used to assess the potential of the GCI vehicle technology when combined with a 48 V 1 kWh battery, P2 architecture. [21][22][23][24][25][26][27][28] Form the HEV simulation, the GCI vehicle is able to reach the 2030 CO 2 target while fulfilling the expected new EU's pollutant emission standards.…”

Section: Introductionmentioning

confidence: 99%

Toward the European 2030 CO₂ target with gasoline compression ignition technology and 48 V mild electric hybrid

Won¹,

Bouet²

2022

International Journal of Engine Research

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The pressure to reduce CO2 and criteria pollutants of internal combustion engines (ICE) powered vehicles is higher than ever. The existing gasoline and diesel engine vehicles face a critical challenge to adjust to these stringent demands. By combining a clean fuel like gasoline with a high efficiency thermodynamic cycle (compression ignition), it is possible to create a powertrain that is clean both globally and locally thus breaking the historical trade-off between decreasing CO2 and reducing criteria pollutants. Recent works have demonstrated the potential of higher reactivity gasoline (HRG) fuels to reduce NOX and particulate emissions simultaneously when used in compression ignition (CI) engines. After performing the engine calibration using Design of Experiment (DoE), tests on a roller bench were conducted on a vehicle adapted to be operated with HRG. The results show 7% CO2 reduction using HRG fuel compared to the baseline diesel vehicle while 17% of CO2 benefit compared to the best in class SI car of equivalent size and power. Furthermore, vehicle simulations were used to assess the potential of the GCI vehicle technology when combined with a hybrid electric architecture. From the HEV simulation study, the 2030 CO2 target was reached by using a 48 V 1 kWh battery, P2 architecture, and recalibration the internal combustion engine and after-treatment system (ATS) while fulfilling the expected new EU’s pollutant emission standards.

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The 48-V Mild Hybrid: Benefits, Motivation, and the Future Outlook

Cited by 11 publications

References 0 publications

Optimal Degree of Hybridization for Spark-Ignited Engines with Optional Variable Valve Timings

Optimal Degree of Hybridization for Spark-Ignited Engines with Optional Variable Valve Timings

The development of the fuel saving control strategy for 48 V P0 system: Design and experimental investigation

Toward the European 2030 CO₂ target with gasoline compression ignition technology and 48 V mild electric hybrid

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The 48-V Mild Hybrid: Benefits, Motivation, and the Future Outlook

Cited by 11 publications

References 0 publications

Optimal Degree of Hybridization for Spark-Ignited Engines with Optional Variable Valve Timings

Optimal Degree of Hybridization for Spark-Ignited Engines with Optional Variable Valve Timings

The development of the fuel saving control strategy for 48 V P0 system: Design and experimental investigation

Toward the European 2030 CO2 target with gasoline compression ignition technology and 48 V mild electric hybrid

Contact Info

Product

Resources

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Toward the European 2030 CO₂ target with gasoline compression ignition technology and 48 V mild electric hybrid