ARPA-E Powertrain Innovation Workshop Vision: · PDF fileVision: Connected World 1 ... mission Regulatory •Certification cycles do not support SSC ... ARPA-E Powertrain Innovation

System Engineering | 5/15/2015 | This presentation does not contain any proprietary, confidential, or otherwise restricted information | © 2015

Robert Bosch LLC and affiliates. All rights reserved.

ARPA-E Powertrain Innovation Workshop

Industry Mobility Energy Smart Home Smart City

Vision: Connected World

1

Li Jiang

Advanced and System Engineering

Gasoline Systems




2

Legislative Requirements and Powertrain Trends

EPA GHG LT/MDV mpg

22.3

(24.9)

36.5

(41.6)

54.8

(62.3)

CO2

g/km

l/100

km

8.6

(7.5)

6.4

(5.7)

4.3

(3.8)

gasoline

(diesel)

130

175

EU LCV

EU PC

95

147

183 166

119

146

166

217

229

192

LEVIII LEVII NMOG 0.035 g/mi NMOG+NOx 0.1 g/mi ….. 0.030 g/mi SULEV

Phase 5 Step 2

EU5 / OBD

Phase 6 Stage1

FTP75

ULEV50/70

Phase 6 Stage 2

Beijing Drive Cycle

SULEV30, no fleet average, PN/PM limit

50

100

150

200

2010 2015 2020 2025

137 EPA LT

99 EPA PC

70 EU Com. PC (NEDC)

EPA GHG PC

PN: tbd for new cycle PN: 6*1011 1/km

WLTC ? Emissions Test: NEDC PN: 6*1012 1/km upon choice of manufacturer

China

Beijing

Phase 4

Phase 5 Step 1

EU5

Europe under Discussion

China – Beijing Phase 6 new and under discussion

US CARB

ICE Optimization

Optimization of

Conventional

Powertrain

100 China Nation

Powertrain

Electrification

PM CARB 10mg/mi 3mg/mi 1mg/mi

Brazil L7 under Discussion

Proconve L6 Proconve L7 FTP75, NMOG+NOx = 0.08g/km Proconve L5

EU7 EU6c EU5 EU6b

2010 2015 2020 2025

CO2

g/mi

80

160

240

320

US National Regulations

EPA GHG targets combined

2016 250 g CO2/mi ~ 35.5 mpg

2025 163 g CO2/mi ~ 54.5 mpg

EU Regulations

2016 130 g CO2/mi ~ 5.5 l/100km

2025 Not yet determined

China Regulations

2016 164 g CO2/km (6.9 l/100km)

2025 95 g CO2/km (4 l/100km)

Brazil Regulations

2016 136 g CO2/mi (1.82 MJ/km)

2025 Not yet determined

Increasingly stringent legislative targets pushes new technologies.




Evolution of Electrification

Electrification Level

PHEV

CO

2 R

ed

ucti

on

Po

ten

tia

l

sHEV

mHEV <60V

Recuperation

Coasting

Boost

Advanced Start/Stop

Start/Stop

Recuperation

Boost

e-Drive

Coasting

Recuperation

Boost

e-Drive

Coasting

A

Start

Stop 2

4 6

x 1000 / min

40

80 120

160

200 km/h

<20 0

A

Start

Stop 2

4 6

x 1000 / min

40

80

160

200 km/h 0

120

A

Start

Stop 2

4 6

x 1000 / min

40

80

160

200 km/h 0

120

A

Start

Stop 2

4 6

x 1000 / min

40

80

160

200 km/h 0

120

2 4

6

x 1000 / min

40

80 120

160

200 km/h

A

Start

Stop 0 ~0

Coasting

Start/Stop Coasting

µHEV

A

Start

Stop 2

4 6

x 1000 / min

40

80

160

200 km/h 0

~120

3




4

2020 Engine and Transmission Technologies Projection

Transmission Production Engine Production 2020

WEU US CN JP

(AT) Automated Step Transmission

(CVT) Continously Variable Transmission

(DCT) Double Clutch Transmission

(AMT) Automated Manual Transmission

(PG) Planetary Gear

90% of AT = AT8+

Bosch prognosis for

PC & LCV<6t (mio. vehicles) WEU US CN JP

(P)HEV,BEV

CNG

PFI

Diesel

GDI

15

mio

vehic

les

10

mio

tra

nsm

issio

ns

Production projections confirm the trend toward advanced powertrain concepts

and ramp up of electrification




5

Powertrain System Domains

Transmission Control & Components

Improvements of up to 10% by allowing for optimal ICE operation,

mechanical and actuation efficiency

Internal Combustion Engine (ICE)

Improvements of up to 15% by downsizing, combustion concept

and operation strategy

Air

Management

Fuel Injection

& Ignition

Fuel Supply

Turbocharger

Electrification

Additional benefit of

as much as 35% by recuperation and ICE relief

Power Electronics Electric Drives

Battery incl. Control

Baseline Vehicle: • 1300kg Compact Car

• 2.0L gasoline PFI natural aspirated

• 6-speed AT

What will be the impacts of Vehicle Connectivity and Autonomous Driving?




6

Environment Modeling

Connected Vehicle technologies provide preview into the future, enabling

determination of optimized trajectory for powertrain




7

Roadmap to Fully Automated Driving Integrated Cruise Assist

Highway Pilot

Autonomous Driving allows decoupling of driver inputs, allowing optimized

dynamic powertrain control for improved efficiency

• Operation Strategy Optimization

• Minimize Abrupt Transient Operations in Engine

• Enable Engine Technologies with High Efficiency but Compromised

Performance

How will this complement the evolution of electrification? …




8

Opportunities and Challenges Control

Powertrain: Engine, Transmission, Electrification

• Predictive Control

How much preview is required for real-time optimization? …

• Control Models with more details

How much details are required? Data-driven online adaptation? …

• Real-Time Vehicle Individual Optimization

On-board or off-board computation? What is the communication protocol?

OEM calibration certification? …

How to account the real-world benefits towards fuel economy certification?




9

Powertrain Operation Strategy

The synergies among Electrification, Connected Vehicles, and Autonomous

Driving maximize fuel efficiency potentials of powertrain strategies VCR: Variable Compression Ratio | COD: Cylinder On Demand




10

Example: Multi-Mode Combustion

Preview into the future helps avoid unnecessary combustion mode switches,

resulting in 1-2% drive-cycle fuel economy improvement

Penalty for unnecessary

switching of combustion modes

• Fuel economy

• Time / Performance

Research in collaboration with Powertrain Control Laboratory at University of Michigan (S. Nϋesch, A. Stefanopoulou)




11

Example: Optimized Transmission

Transmission strategy optimization can enable significant fuel economy savings

Concept 1. Future vehicle speed trajectory is known

2. Transmission gear optimized for better

efficiency while still meeting upcoming

performance requirements

2. Measurement Data

Optimal strategy involves upshifting &

downspeeding where possible

Efficiency gains are significant Engine Speed

Engin

e L

oa

d

Typical Shift

Strategy

Optimal

Strategy

FTP-75 HWFET Combined

Cycle

Original [mpg] 24.0 38.5 28.9

Optimized [mpg] 27.5 40.0 32

Improvement [%] +14.6% +3.9% +10.7%

Research in collaboration with Powertrain Control Laboratory at University of Michigan (S. Nϋesch, A. Stefanopoulou)




12

• US market dominated by

Step-AT transmissions;

which do not inherently

support SSC (requires

design changes)

• Power-net stabilisation

needed for functional safety

and robustness (synergies

to 48V)

Example: Start-Stop Coasting

New

sy

ste

m c

ha

llen

ges

Start/Stop Coasting

Fuel Savings (real-world)

Ve

h. S

peed

Coasting

6th gear,

Fuel Cut-off

Rolling Distance

Reduced Drag Torque

Drivetrain Open/Engine Off

Roadblocks

New

sy

ste

m s

olu

tio

ns

Increased rolling distance

Engine Off Time

+27%

~10%

Start/Stop Coasting

Start/Stop

Engine Restarts

Start/Stop Coasting

Start/Stop

Stress for engine starter system and

power-net

Impact on Powertrain

+~350k

…400k

+<200k

~150k…250k ~4% Start/Stop

Start/Stop Coasting

Up to 10%

Engine Trans-

mission

Regulatory

• Certification cycles do not

support SSC (fixed speed

profile)

• Off-cycle credits can be

awarded, but data collection

needed from the real-world

fleet tests

Technical




13

Synergies for Start-Stop Coasting and 48V mHEV BRS Features (User Experience)

Engine start: - Start quality and response time is attractive for SSC

- Enables high number of start cycles not possible with existing

systems

CO2 benefit: - Benefit of Coasting and Recuperation are typically additive

- improved regenerative braking at 48V is used to supply power net

during coasting phases

- use cases are independent from each other:

“coasting” if driver releases gas pedal, “recuperation” if driver

presses brake pedal

System requirements: - mHEV power nets are “SSC ready”:

- 2nd energy storage (redundancy)

- Robust with respect to charging/decharging cycles

- High dynamic charge acceptance (efficient recuperation)

No

ise level*

* d

B(A

)

30

40

50

60

70

80

0 1 2 3 4 time [s]

** 100 cm in front of vehicle with open engine hood

G

DC DC

Li-Ion

48V

?

PbAc

SV

S HV

14V

Simulation Baseline:

compact class, 1500kg

gasoline

7-gear DCT (dry, el-hydr)

Start/Stop

Intelligent generator control

Pel=300W (power net)

FTP75 (exploitingspeed tolerance band)

simulation validated

for 1.4l engine

IDC w/ DCT

1.5 2.0 2.5 3.0 3.5 4.0

Engine displacement [l]

CO

2 b

en

efit [%

]

0

2

4

6

8

10

12

14

16

18

20

validated for:

3.5l engine,

1900kg,

7gear-automatic

transmission w/

TC (AT)

validated for: 3.0l engine, 2315kg (SUV),

8gear-automatic transmission w/ TC (AT)

BRS w/ DCT

BRS & SSC w/ DCT

SSC w/ DCT

Independent

simulation:

3.6l engine,

2100 kg

pickup, 8 gear

automatic

transmission

w/ TC (AT)

Cycle data:

31 mi / 56 min driving

12 mi Interstate (39%)

15 mi >40mph (48%)

4 mi <=40mph (13%)

most common St/St

Highway City




14

Start-Stop Coasting w/ DCT in Real World

DCT: Dual Clutch Transmission




15

Driver Impacts on Start-Stop Coasting

5.21% 5.46% 5.36%

23.89%

7.95%

16.31%

0%

5%

10%

15%

20%

25%

30%

City Highway Overall

Ch

an

ge

in

MP

G

1st Drives Instructed Coasting

38%

11%

51%

Drive Mode Distribution: Best Performer without

Instruction Coasting Stop Engine On

54%

9%

37%

Drive Mode Distribution: Educated Operator

Coasting Stop Engine On

21%

8%

71%

Drive Mode Distribution, Average Distribution

Coasting Stop Engine On




16

Gϋnter Radtke, 1974

Documents

ARPA-E Powertrain Innovation Workshop Vision: · PDF fileVision: Connected World 1 ... mission Regulatory •Certification cycles do not support SSC ... ARPA-E Powertrain Innovation