SAE 2013 Electric Powertrain Technologies Symposium

Technical Session Schedule

Wednesday, November 20

Agenda - November 20
(Session Code: EPT100)

Room Vaihinger Saal 2 & 3  ALL DAY

As the penetration of battery electric vehicles continues, a commercial and technological focus on the growth of hybrid vehicle technologies has become more important. Attendees to the SAE 2013 Electric Powertrain Technologies Symposium in Stuttgart, Germany on November 20 will hear about the progress in several key areas of electrified powertrain development. Examples include improvements to powertrain design to reduce battery size and the progress on 48-volt systems in micro- and mild-hybrid vehicles. The event will also present what lies ahead for vehicles with electrified powertrains out to 2025. This includes the basis of new drive train concepts which improve component efficiencies, system costs and customer attractiveness.

Organizers - Wolfgang Bernhart, Roland Berger Strategy Consultants; Malcolm Burwell, International Copper Association Inc.; Scott Craig, Infineon Technologies North America Corp.; Jay Schultz, Parker Hannifin Corp.
Chairpersons - Wolfgang Bernhart, Roland Berger Strategy Consultants

Time Paper No. Title
08:30 ORAL ONLY
2025 ePowertrain Outlook
Wolfgang Bernhart, Roland Berger Strategy Consultants
09:00 ORAL ONLY
Electrified Powertrains to meet CO2 Reduction Requirements
Electrified Powertrains continue to offer solutions to meet CO2 Reduction Requirements. These solutions vary depending on the vehicle application, OEM reuse strategy to maximum use of capital, and the Automotive Industry’s willingness to embrace advanced technology. This last decade has seen tremendous advancement in technology solutions. Battery technology has made the greatest progress. Systems engineering approaches have moved from ‘nice to do’ to ‘must do’ in order to optimize costs. The highest level of system engineering is the integration of the vehicle with the driving environment utilizing GPS and real time embedded controls for smart and fuel efficient driving.
Denise Gray, AVL Powertrain Engineering Inc.
09:30
Networking and Refreshment Break
10:00 ORAL ONLY
Analysis of Electric Machines for Automotive Applications Considering Complex Driving Cycles
Electric machines for automotive applications are required to be power dense, highly efficient and relatively low in cost. This paper demonstrates how the cutting edge multi-physics software tools can be used to achieve these design aims with an emphasis on the brushless permanent magnet (BPM) motor topology.

Typical cooling systems for traction motors are presented and an example of how thermal modelling can be used to optimise cooling performance and to ensure maximum power density is given. The various components of loss in a BPM are considered and methods for calculating and modelling these using numerical methods are discussed. Next a novel approach for rapidly analysing performance against driving cycles and generating efficiency maps is presented and various design options are evaluated in terms of energy consumption over a number of industry standard driving cycles. Finally sophisticated optimisation algorithms are employed to minimise the cost of the active materials in the machine without impacting on performance.
James Goss, David Staton, Mircea Popescu, Motor Design Ltd.
10:30 ORAL ONLY
Integration Trends for HEV and EV Electric Drives from a Semiconductor Point of View
Electric and hybrid electric car face three major challenges: safety, efficiency and cost reduction. This has to be addressed within the development of the components and can be achieved by different levels of integration for the electric drive train. Different hardware partitioning and integration concepts show tradeoffs depending on maintenance, size, availability and cost. Multiphase approaches enable a system with limp home capability, so limited operation after single component failure is possible.
Philip Brockerhoff, Infineon Technologies AG
11:00 ORAL ONLY
Testing of Electric Drives and Motors
Seven years ago this month, D&V received their first order for an electric motor performance tester.

There has been a world of change at D&V Electronics and at our customers in terms of knowledge, technology and testing. How the testing of electric and hybrid motors, inverters, BSG’s, ISG’s is changing and what the future in testing these products for performance, durability and production could be like in the future.
Michael Kelly, D & V Electronics, Ltd.
11:30 ORAL ONLY
Examining the Difference in Energy Consumption between a PMAC and an Induction Motor over Various Drive Cycles
Two major motor choices exist when customers wish to design a hybrid electric vehicle. These two technologies are AC Induction and Permanent Magnet AC (PMCA) motors. We will compare and contrast AC Induction motors and PMAC motors with each other. We will discuss some performance items that will impact the customer when they are selecting an electric motor for the hybrid or electric vehicle and how they impact the battery pack and the value proposition.
Jay Schultz, Parker Hannifin Corp.
12:00
Networking Lunch and Exhibits
13:00 ORAL ONLY
Advanced Testing of Traction Inverters by use of an E-motor Emulator - Closing a Test Gap
Automotive drive inverter testing strategy is in a change process, today. Coming from traditional approaches, test means today fail to meet the upcoming challenges.
Horst Hammerer, SET Power systems GmbH
13:30 ORAL ONLY
Impact of Value Chain Changes on Future Epowertrain Components
Global mobility will go through many changes in the future. Several trends and technologies are pushing eMobility, e.g. rising urbanization, shift in energy networks, and the increasing data connection between cars. A glance to other industries shows how new technologies influence the entire value chain. For that reason changes in the value chain due to eMobility will affect all parts, i.e. suppliers, engineering, manufacturing and business models. Market shares will alter, new competitors will evolve, and the need to build up new competencies, procedures and processes will rise.

Thus upcoming product portfolios in electrification will be required to offer a high product variety and flexible scope of supply.
Ingo Hans Ramesohl, Robert Bosch GmbH
14:00 ORAL ONLY
Samsung's Energy Storage Solution for Low Voltage xEV System
Low voltage systems including both 12V and 48V systems are a cost effective technology to reduce fuel consumption and CO2 emission for conventional gasoline and diesel engines.

The energy storage components are essential for the system performance and the biggest cost driver of the complete system. To optimize the total system, it is import to understand how the system is used and to design the system to exactly match the system requirement.

Samsung SDI has analyzed and simulated the system requirements and identified an optimized technology combination for 48 voltage systems.
Byungsoon Min, Samsung SDI
14:30 ORAL ONLY
Challenges and Opportunities for a Cost-Optimized Micro and Mild Hybrid Powertrain Architecture on a 48 V DC Bus Application
The fuel consumption in next generation vehicles and, furthermore, the emission target for complete fleets will be a major driver for technical development of alternative drivetrain architectures. To enjoy the benefit of downsized engines, as well as small size vehicles, micro or mild hybridization will be an option. Besides reaching a maximized function (e.g. stop/start or boost for driver acceptance of new technology), achieving affordable cost will be a challenge in targeted A/A0 segment cars. Since a considerable share of sale will continue in traditional powertrains, we assume that a conversion or even co-production of both powertrains must be realized in the same body structure and packaged with minimum modifications or intrusions to other functions. Analyzing the driving cycles of target applications, balancing of recuperation, and, in parallel, shifting from fuel-dependent to electrical energy management will be considered. The sum of power requirements and energy optimization gives the potential of a stand-alone, highly integrated cost-optimized 48 V system for hybridization consisting of BSG; PEU. As a result, battery and optionally electric A/C compressors could be a way for lower carbon dioxide emission!
Rico Heinrich, IAV Automotive Engineering Inc.
15:00
Networking and Refreshment Break
15:30 ORAL ONLY
48 Volts - A New Paradigm for Power Supply and Low Cost Hybridization
Due to the CO2 regulations which have been set by numerous countries , with very ambitious targets by 2020-2025, a revolution is needed in powertrain efficiency. The internal combustion engine has still a lot of potential improvements but it cannot be enough to reach the targeted fuel economy.

Electrification of the powertrain is no longer an option then.

Electrification covers many aspects of the vehicle : efficiency in energy conversion (from mechanical power to electricity, and between different voltage networks), evolution from mechanically powered to electrically powered components (such as A/C compressor, waterpumps, steering pumps, etc...), engine Stop-and-Start management, engine electric assistance, electric recovery of kinetic energy, electric energy storage, and pure electric drive. The paper intends to cover the full scope of electrification, assessing the challenges and feasibility of various options, and make a specific focus on 48 volts architectures which are very promising in terms of cost-to-value.

A specific cost approach will be presented, which demonstrates a real necessity to revisit the design of hybrid systems so as to obtain really a massive fuel economy benefit on the market.

As a consequence, and in order to benefit from already existing high mass-production volumes and cost structures, a description of a belt starter-generators family evolution will be given which allows to consider broadening of hybridization through low-cost approach.
Guillaume Engel, VALEO
16:00 ORAL ONLY
Opportunities of 48V Mild-Hybrid Technology in the "CO2 Emission Challenge"
The automotive industry’s race (challenge) for improved fuel consumption and emissions driven by legislative requirements and by customer expectations goes on. While conventional combustion engines (Diesel or Gasoline) are widely accepted to provide the best cost benefit trade of for today’s customers, they have to compete with increasing level of hybridized powertrains. Consequently, affordable measures to further reduce CO2 emissions are critical to the future success of traditional powertrains.Moreover, new drive cycles like WLTC or RDE change the technical solution space due to modified duty cycles. In addition, customer expect minimizing the gap between labelled and experienced fuel economy at superior vehicle attributes.

The presentation illustrates the potential role of 48V Mild-Hybrid technology in this demanding environment.
Leonhard Bartsch, Ford Research Centre Aachen
16:30 ORAL ONLY
Efficient CO2 reduction with 48V Eco Drive
The introduction of a second voltage level below 60V is currently one of the major topics in the automotive industry. It is capable to leverage the positive effects of a hybrid car to a certain extend without having a high voltage power supply on board. Vehicles with a supplementary 48V power supply offers an advanced start stop functionality and additional powertrain features like coasting and sailing. Other high power consumers can be adapted to 48V too, which will lead to a further increase of efficiency.

Continental developed an efficient solution for the 48V powertrain system and integrated it into a series vehicle to prove the performance and the benefits of such a system in various driving modes. The vehicle integration was linked to intensive simulations of energy decomposition and fuel saving in the driving cycles. The simulations contribute significant input to the system and component design and could be proven by corresponding measurements with the demo vehicle.

This lecture reflects the requirements and the possible solutions for 48V Systems with a special focus on the Belt Starter Generator configuration. This configuration allows a seamless vehicle integration which makes it a key technology for the 48V introduction phase.
Juergen Bilo, Bernhard Klein, Hilko Hakvoort, Continental AG