development of a dedicated range extender unit and demo
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Organized by Hosted by In collaboration with Supported by
Development of a Dedicated Range
Extender Unit and Demo Vehicle
Mike Bassett, Jonathan Hall and Marco Warth
MAHLE Powertrain Limited, UK
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Contents
• Introduction
• Range Extender UnithSpecifications
hSystem Efficiency
• MAHLE Range Extender Demonstrator VehiclehTargets
hComponent Selection and Packaging
hControl Architecture
hREx Operating Strategy
h Initial Test Results
• Summary
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3
Electric Vehicle (EV)
• Vehicle propelled by electric motors
• On-board battery pack sole energy source
• Range currently typically 80 to 250 km
• Charged from residential electrical outlet
Introduction - 1
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Range Extended Electric Vehicle (REEV)
• Vehicle propelled by electric motors
• Battery pack downsized
• Typical battery only range of 20 to 100 km
• Charged from residential electrical outlet
• On-board generator re-charges battery
• Typically IC engine coupled to generator
• Used whilst vehicle moving
2013-01-1469
Introduction - 2
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• Battery provides load-levelling of driver demand
• REx power requirement depends on battery size
– No battery – REx must provide instantaneous power
– Limitless battery – REx not required30 kW mechanical
power
Electric range
RE
xP
ow
er
/ Ta
il-p
ipe
CO
2
Ve
hic
le w
eig
ht
an
d c
ost
Range Extender - Power
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• 0.9 litre, In-line 2-cylinder, Four-stroke, Gasoline
• 30 kW peak power at 4000 rev/min
• Port-fuel injection (λ = 1)
• 0°/180° TDC firing angles
• Flexible installation angle
• Fully integrated generator
• Euro 6 Emissions compliant
Specifications Summary
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Dimensions
• L x W x Height: 416 x 327 x 481 mm
• Volume (Box): 65 litres
Size, Weight & Cost Optimised
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• REx unit efficiency (engine + generator + invertor)
+ +
Complete System Efficiency
IME
P (bar)
0
2
4
6
8
10
12
Engine speed (rev/min)
1000 1500 2000 2500 3000 3500 4000 4500
3030
29
28
27
27
25
25
26
26
2424
Efficiency ηηηη total % Maximum IMEP
31 %
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Lightweight and Compact Package Concept
• No primary out of balance forces (0°/180° firing)• No balancer shaft required
• Two bearing crankshaft• Low cost and low friction
• Flywheel located between cylinders• Small package volume
• Low rotational inertia
• Challenge: Cyclic speed fluctuations
Dynamic Generator Control
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Torq
ue (N
m)
-600
-400
-200
0
200
400
600
800
Crank angle (°)
-360 -180 0 180 360
Total Engine
Uneven Torque Profile
• 0°/180° firing
• All torque from single crank revolution
• No torque from other revolution
Cyclic Torque Variation(2000 rev/min, 8 bar BMEP)
Dynamic Generator Control
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11R
ela
tive g
enera
tor to
rque (-)
0
1
2
Crank angle (°)
-360 -180 0 180 360
Engin
e s
peed (re
v/m
in)
1200
1400
1600
1800
2000
2200
2400
Crank angle (°)
-360 -180 0 180 360
Constant torque control
Speed Fluctuation
• Constant generator torque:
• ±400 rev/min speed fluctuation
Low cranktrain inertia � high speed fluctuation
Dynamic Generator Control
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12R
ela
tive g
enera
tor to
rque (-)
0
1
2
Crank angle (°)
-360 -180 0 180 360
Engin
e s
peed (re
v/m
in)
1200
1400
1600
1800
2000
2200
2400
Crank angle (°)
-360 -180 0 180 360
Constant torque control
Dynamic Control
• Constant generator torque:
• ±400 rev/min speed fluctuation
Solution � Dynamic Generator Control
Dynamic Generator Control
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13R
ela
tive g
enera
tor to
rque (-)
0
1
2
Crank angle (°)
-360 -180 0 180 360
Engin
e s
peed (re
v/m
in)
1200
1400
1600
1800
2000
2200
2400
Crank angle (°)
-360 -180 0 180 360
Constant torque control Dynamic torque control
Dynamic Control
• Constant generator torque:
• ±400 rev/min speed fluctuation
• Dynamic generator torque:
• Reduced speed fluctuation down to
±200 rev/min
• Smoother engine operation
• No large flywheel requirement
Dynamic Generator Control
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Peak a
ccele
ration (g)
0.00
0.25
0.50
0.75
1.00
1.25
1.50
Frequency (Hz)
0 50 100 150 200 250 300
Difference
Peak a
ccele
ration (g)
0.00
0.25
0.50
0.75
1.00
1.25
1.50
Frequency (Hz)
0 50 100 150 200 250 300
Constant torque Dynamic torque
Dynamic Generator ControlMeasurement Axis
Difference between the measured peak accelerations in
Dynamic and Constant generator control modes
Measured peak accelerations in Dynamic and Constant
generator control modes
(2000 min-1, 50% load)
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Vehicle Concept
• Range Extended Electric Vehicle (REEV)
• Plug-in series hybrid
• Compact class
• Packaging challenge!
Demonstrator Vehicle
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Parameter Units Base Vehicle REEV
0-100 km/h acceleration time s 11.7 12.0
Maximum speed km/h 180 145
Grade ability % _ 20
Maximum speed on 6 % grade km/h _ 90
Pure EV range km _ > 60
NEDC CO2 g/km 118 < 45
Vehicle Targets
Parameter Units Base Vehicle
0-100 km/h acceleration time s 11.7
Maximum speed km/h 180
Grade ability % _
Maximum speed on 6 % grade km/h _
Pure EV range km _
NEDC CO2 g/km 118
Demonstrator Vehicle
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• Water cooled Li-Ion battery pack
• 14 kWh capacity
• 350 V nominal
• Integrated BMS
• Under boot floor installation
Battery Installation
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• 55 kW (100 kW peak) traction motor
• 2-speed transmission
Drive-line Installation
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PDU
VCU
Fuel Tank
CAN Bus
Mechanical
Connection
Fuel Line
HV Electrical
Connection
ECU: Engine Control Unit, VCU: Vehicle Control Unit, PDU: Power Distribution Unit
Range
ExtenderECU
Generator + Inverter
2-Speed Transmission
Traction Motor
+ Inverter
Battery
Charger
Control Architecture
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IME
P (bar)
0
2
4
6
8
10
12
Engine speed (rev/min)
1000 1500 2000 2500 3000 3500 4000 4500
3030
29
28
27
27
25
25
26
26
2424
Maximum IMPE (bar) Efficiency (%)
• REx Efficiency
Operating Strategy
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IME
P (bar)
0
2
4
6
8
10
12
Engine speed (rev/min)
1000 1500 2000 2500 3000 3500 4000 4500
24 24
26
26
25
25
27
27
28
29
3030
200200
500
400
300
Maximum IMPE (bar) Efficiency (%) Speed fluctuation (min-1)
• REx Efficiency
• NVH
• Speed
fluctuations
Operating Strategy
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IME
P (bar)
0
2
4
6
8
10
12
Engine speed (rev/min)
1000 1500 2000 2500 3000 3500 4000 4500
25
1015 20
5
3030
29
28
27
27
25
25
26
26
2424
300
400
500
200200
Maximum IMPE (bar) Efficiency (%) Speed fluctuation (min-1) Mechanical power conturs (kW)
• REx Efficiency
• NVH
• Speed
fluctuations
Operating Strategy
Efficiency
compromise for
reduced NVH
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IME
P (bar)
0
2
4
6
8
10
12
Engine speed (rev/min)
1000 1500 2000 2500 3000 3500 4000 4500
5
201510
25
24 24
26
26
25
25
27
27
28
29
3030
200200
500
400
300
Maximum IMPE (bar) Efficiency (%) Speed fluctuation (min-1) Mechanical power conturs (kW) Variable REx operating strategy
REx catalyst light-off operating point
• REx Efficiency
• NVH
• Speed
fluctuations
• Operating line of
best compromise
Operating Strategy
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Pow
er (k
W)
0
5
10
15
20
25
30
35
40
Vehicle speed (km/h)
0 20 40 60 80 100 120 140
Range e
xte
nder speed (re
v/m
in)
0
1000
2000
3000
4000
Road power REx power REx engine speed
• Deplete battery
• Maximise EV range
• Load follow
• SOC sustaining
• Engine speed/load follows vehicle
speed
• Minimise noise and fuel
consumption
• Vehicle noise masks REx
• REx off at low vehicle speeds
• Unless SOC critically low
Operating Strategy
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Battery
SO
C [%
] / R
Ex p
ow
er
[kW
]
0
5
10
15
20
25
30
Time [s]
0 200 400 600 800 1000 1200
Vehic
le s
peed [km
/h]
0
20
40
60
80
100
120
140
Battery SOC REx power Vehicle speed
• Depleted battery test conducted
• Some recharging of battery
occurred
• Strategy could be further refined
• R101 CO2 42 g/km
67 km EV range
430 km Extended range
~500 km Combined range
REx operation and battery SOC during NEDC
test
Initial Test Results
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• Compact and light weight REx unit developed
• Plug-in series hybrid drive train system
integration and vehicle conversion
• Fully-fledged B-segment REEV demonstrator
vehicle with 500 km range and 42 g/km CO2
Summary
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Thank you
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