Search Results

This paper will present a system still in development that can be used both to generate electric energy and to start combustion engines. What's more, this system functions as multiband damper and takes over the complete flywheel function. Conventional technology as we know it today is briefly reviewed and subjected to a comparison with ISAD® technology. This paper contains system descriptions, readings and diagrams for various functions and a presentation of the whole system in a select trial vehicle. The results show that a system of this kind is not only capable of replacing current technology but can also cover all the (presently known) future requirements - noiseless start operation, low-vibration idle, acceleration boosting and an extremely powerful alternator (>6-10 kW at η > 80%), which allows, for example, for the electrification of all the vehicle's auxiliary aggregates. Significant fuel savings and emissions reductions are also achieved.

Further fuel efficiency improvements are mandatory in order to achieve the CO2 emission limits envisaged in the future. Electrification of the powertrain is seen as one of the key technologies to achieve these future goals. However, electrification of the power train typically goes with a massive cost increase of the overall system itself which is especially crucial for cost sensitive markets like India. AVL's approach to cost reduction for comparable performance and fuel consumption target values is an integration of functions. This paper demonstrates that, through a deeper interaction of the single powertrain components, further fuel efficiency optimization may be gained. System optimization at a powertrain level enables the achievement of future powertrain targets with respect to fuel efficiency and performance with only minimal and reduced requirements at a component level (i.e. combustion engine, electric drive, transmission and battery).