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The background of V60 Plug-In Hybrid Concept as presented internally at Volvo Car Corporation in May 2008 Klas Niste Project leader for Advanced Project for HEV/PHEV 2006-2009 Volvo Car Corporation Research & Development Director, Vehicle Concept Engineering and Electrification Strategy
Volvo Cars, Plug-In Hybrid Concept Development
Why Hybrids & Electrification? And Why Now? (2008)
• Political and market forces limiting CO2 emissions and usage of fossil fuels • Electricity as a main track for cars and light trucks - Efficiency - Infrastructure and conversion flexibility • Volvo need to come out of this as a winner
Global Warming • climate change
Energy Security • fuel availability • delivery conditions
Choice of Electrification Level
Desiree- 2000, V40 Full hybrid, powersplit, 3-cyl petrol
~Toyota, Lexus, Ford
HEV-98 -1996, 850 Plug-in hybrid, series 3-cyl petrol
~GM Volt
ISG -2001 Volvo S40/V50 (S80 mules) Mild hybrid, parallel, 4-cyl petrol
~Honda
Electrification levels (electric power, battery power/energy, functionality etc) Conventional vehicle w/ added electrification BEV w/ added aux power device
Stop/ start
Mild HEV Medium HEV
Full HEV
Plug-In HEV
BEV +
Range Extender
BEV
Choice of Hybrid Transmission Layout POWERSPLIT (basic single mode) Combustion engine power transfer to the wheels both mechanically (~2/3) and electrically (~1/3).
Toyota, Lexus, Ford
PARALLEL (several options) Combustion engine and electrical motor can propel the wheels either separately or in combination.
SERIES (Range Extender) The electrical motor propels the wheels. The combustion engine feeds energy to the electric propulsion or the battery.
GM Volt
GENERATOR
MOTOR
EngineEngine
GENERATOR
MOTOR
HVG
Engine
ISAC
ERAD
Tran
sEngine
Tran
s
ISAC
Modified Transmission
MOTOR
VCC PREFERRED LAYOUT: • Cycle & Real world efficiency • Performance • Base P/T installation flexibility • Commonality/volume flexibility w/ base during change over
Hybrid Battery Technology Comparison
LG Li-Ion HEV
GYC Li-Ion HEV
JCS NiMH HEV
PEVE NiMH HEV
JCS Li-Ion HEV
JCS Li-Ion PHEV
Sanyo NiMH HEV
Sanyo Li-Ion HEV
Hitachi Li-Ion HEV
Toyota Li-Ion HEV
Samsung Li-Ion HEV
LG Li-Ion PHEV
Sanyo Li-Ion PHEVAESC Li-Ion HEV
Kokam Li-Ion PHEV
0
500
1000
1500
2000
2500
3000
3500
0 20 40 60 80 100 120 140 160Specific Energy (Wh/kg)
Spe
cific
Pow
er (W
/kg)
NiMH HEV Li-Ion PHEV
Li-Ion HEV
Specific Energy [Wh/kg]
Battery Technology Development, from NiHM to Li-Ion
Even Li-Ion battery systems are critical for package in existing and future platforms
NIMH HEV
Li-Ion HEV
Li-Ion PHEV
Q1 2006:
- Full HEV - Parallell - Diesel -
– Top of the line power position
Decision History
Q4 2008:
- Plug-In HEV - Parallell - Diesel - V60
– Top of the line power position
Plug-in Hybrid Base Concept
HV Battery
HVG -> C-ISG ERAD (Electric Rear Axel Drive) Electric drive, electric boost, brake energy regeneration and el. AWD 50kW/200Nm peak 20kW 80Nm continous
HV Battery & On-board Charger Energy storage, Power buffer 11,2kWh nominal, 8kWh usable 60kW peak, 20kW continous 400V nominal
Electric A/C
Belt-ISG (Integrated Starter Generator) Warm starts stop/start function Supports el. loads, el. A/C and el. AWD 7,5kW continous, 11kW peak
Regenerative Brakes Blending friction and electric braking
Complete Vehicle Controls Updated controls architecture for HEV, conv. Incl S/S (and BEV)
Other systems Low temp cooling circuit for ERAD HV Battery cooling system
Issue date:
AC plug
High-voltage Traction battery
Electric motor Control unit
Combustion engine P/T
On Board Charger
HV Generator
PHEV systems
Issue date:
AC plug
High-voltage Traction battery
Electric motor Control unit
HV Generator
Charging the Traction Battery from 230V/10A-16A grid
Climate
On Board Charger
Combustion engine P/T
Charging Disconnect cable
Issue date:
High-voltage battery
Electric motor Control unit
On Board Charger
HV Generator
Driving PHEV on charged electrical energy(Charge depletion mode)
Climate
Parallel EV drive
Combustion engine P/T 30 %
100 %
0 %
SOC
time
Issue date:
High-voltage battery
Electric motor Control unit
On Board Charger
HV Generator
Driving PHEV on fuel energy (Charge sustaining mode)
Climate
Parallel Limited EV drive Brake Drive
Combustion engine P/T 30 %
100 %
0 %
SOC
time
Issue date:
High-voltage battery
Electric motor Control unit
On Board Charger
HV Generator
AWD traction support
Climate
AWD drive
Combustion engine P/T Press button
AWD
0
10
20
30
40
50
60
70
80
90
100
0 25 50 75 100 125 150 175 200 225 250
JapanEUUS
CumulativePopulation [%]
JapanEuUS
PHEV Electric traction needs for EuCD +
0
10
20
30
40
50
60
70
80
90
0 20 40 60 80 100 120
Vehicle speed [km/h]Tr
actio
n Po
wer
[kW
]
0m/s2(Constant speed)
PHEV Challenge – Multiple dependant solutions to be found
NEDC e-Range needed SUV ~ Z1 km Car ~ Z2 km
Battery energy needed for 50km NEDC e-Range SUV X1 Wh/km -> X2 kWh usable-> X2 kWh nom Car Y1 Wh/km -> Y2 kWh usable-> Y3 kWh nomY
Battery vehicle installation, packaging & weight SUV ~ max W1 kWh nom Car ~ max W2 kWh nom
CO2 target assumption < 50g
PHEV CO2 regulation (Eu)
Practical e-Range assumption 25-50km for all vehicles
Customer driving pattern (distance/day) Base vehicle CO2
Practical e-Drive Acceleration requirements
Assumption 2
Assumption 3
Assumption 1
2m/s20,6m/s2
Acceleration levels to be able to follow the traffic flow
E-Drive performance SUV ~ A1 kW(peak el) Car ~ A2 kW(peak el)
km
Energy optimised Li-Ion Battery Technology Available from suppliers starting ~ 2009
E-Drive performance B1 V/ A1 kW => 21 V/ A2 kW
2m/s20,6m/s2
Acceleration levels to be able to follow the traffic flow
N:o battery cells energy-Voltage
0
10
20
30
40
50
60
70
80
90
100
0 25 50 75 100 125 150 175 200 225 250
JapanEU
US
e-Range Dimensioning vs. Customer Driving Patterns (Source VMCC)
Cumulative Population [%]
Daily Driving Distance [km]
Japan Eu US
e-Range of 25 - 50km seems to be close to an optimum where more than 1/2 - 2/3 of the customer needs are met with a minimum battery size/cost. Charging twice a day will double the practical e-Range.
PHEV not charged Stop/start vehicle= Ref
50 100 150 200
[% of ref] NEDC
[km, NEDC]
Aver
age
Fuel
Con
sum
ptio
n
Driving distance
Certified Average Fuel Consumption vs. Driving Distance [NEDC] as a function of charging (~10-30°C, 50km e-Range)
De= 50km Dav = 25km
PHEV 1 charging
PHEV 2:nd charging after 50 + 25km Corresponding to certification process assumptions.
PHEV certification
0,85
0,3
1,0
75km = Total driving distance corresponding to certification process assumptions (at De = 50km)
Max Acceleration Performance Comparison (V60 PHEV data is estimated)
Combined > 200kW and 500-700Nm as a function of gear selection at low rpm
PHEV has potential to replace todays top of the line petrol performance offers!
Mild HEVC-sizedPetrol
S 400Petrol
E 300 Bluetec, Diesel X 5, Diesel
CR 7 seriesPetrol
S 300 Bluetec, Diesel
Jetta
Full HEV ML 450, Petrol A4 C 300 Bluetec, Diesel
S 400 Bluetec, Diesel
RX, Petrol GS, Petrol
Touareg, Petrol Q7 petrol X1 / X3
LS, PetrolX6, Petrol Cayenne, Petrol Panamera, Petrol
Prius, Petrol
Prius Next Generation, Petrol Infiniti 9-X
Civic, Petrol n.s., Petrol Hypos, diesel
Rio, Petrol Prologue, diesel
Accent, Petrol Golf, Diesel Fleet Trial
Golf, Diesel Small series
Golf, Diesel 2015 Series
Plug-in HEVPrius 2 PHV Fleet Trial Prius 2 PHV Volt, Petrol Flextreme,
Diesel
BEV City ? A1 Up
REVAie 500
Mini Kango, Megane Denmark only! A-Class
RoadsterLimited Numbers
Polo Cube = deleted or postponed
i MiEV Test stage Ze-O
Status: Nov 04, 2008
post 2012
till 2020: all models with hybrid technology
2008
Already available:
2009 2010 2011 2012 2008 2009 2010 2011 2012 2013/later
Medium HEV
Full HEV
Plug-In
BEV
• There is an opportunity for Volvo leadership in Europe (US) with a larger diesel based PHEV vehicle!
• The V60 PHEV vehicle will have great performance and ability for almost zero fossil fuel consumption, certified below 2l/100km.
Competition (Europe) and Window of Opportunity:
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