the evolution of vehicle power electronics feppcon iv folie 1 april 3, 2001 ersteller s:bolz pt sel...

Dateiname FEPPCON IV Folie 1 April 3, 2001 Ersteller S:Bolz PT SEL Innovation Center

PT SELFEPPCON IV Session III:Transport including Automotive

The Evolution of Vehicle Power Electronics


PT SELContent

1. The Vehicle PowerNet - an EvolutionFirst GenerationToday's GenerationNext GenerationFuture GenerationThe Day after Tomorrow

2. Drawing the PictureGeneral TrendsSoft Hybrid VehicleHybrid VehicleElectric Vehicle

3. Summary


PT SELDevelopment of Supply vs. Installed Electrical Loads

0

500

1000

1500

2000

2500

3000

1965 1970 1975 1980 1985 1990 1995 2000 2005 2010Year

elec

tric

al lo

ad [W

]

14V Claw Pole Generator

14V6V

Installed Loads (avg.)


PT SELToday’s Electrical Power Network

Alt. ACDC

Jump Start

12 VBattery

14 VoltHeatingMotorsLampsECUs...


PT SELUpcoming Demand: Applications for the PowerNet

S i e m e n s A u t o m o t i v e

Defrosters

El. Waterpump

Steer-By-Wire Brake-By-Wire

Lighting

EnergyStorage

Seat heating

Wipers

Fans

EVT

ActiveSuspension

ISG

Window Lifter

El. airconditioningcompressor

Infotainment

Steering wheelheating

Electricalheating


PT SEL

14V 42V6V

Electrical Power and New Generators

0500

10001500200025003000

1965 1970 1975 1980 1985 1990 1995 2000 2005 2010Year

elec

tric

al lo

ad [W

]

350040004500500055006000

42V ISG

42V Claw Pole Generator


PT SEL1st Generation 14V/42V Dual Voltage PowerNet

14 Volt

ISG ACDC

DCDC

DCDC

36 VBattery

42 Volt

Jump Start

High Power Loads

ECUs, key-of loads...

12 VBattery

lamps, ...Energy production

on 42 V level !


PT SELTypical Power Building Blocks for the 42V PowerNet

ISG Inverter

14/42V DC/DC Converter


PT SELEvolution of ISG Electronics - Gen1, 2

Gen 1Bus Bar

Technology

Gen 2PC Board and Power Module


PT SELEvolution of ISG Electronics - Gen 3

Gen 3PC Board and

Power Discretes


PT SELConcept for Advanced DC/DC Converter


PT SELElectrical Power with Boost / Regenerative Brake

14V 42V0

50010001500200025003000

1965 1970 1975 1980 1985 1990 1995 2000 2005 2010Year

elec

tric

al lo

ad [W

]

350040004500500055006000

BoostReg. Brake


PT SELThe Case for the Hybrid Vehicle - Classical Approach

Concept: Electric Drive in Town, Combustion Engine out of TownLess pollution, zero emissions in townObsolete, new combustion engines meet Euro IV

CostSmaller combustion engine, no starter, no alternator, less fuel costwill compensate for cost of induction motor, electronics, batteriesDual powertrain cost above expectationLimited lifetime of batteries require replacement

Fuel EconomyVehicle functions: stop-and-go, boost, regenerative brakeCombustion engine support, replacementWeight for batteries outpace meritBatteries cannot accept high charge currents during regen. brake


PT SELThe Case for the Soft Hybrid Vehicle

Concept: Dynamic Combustion Engine Support, RecuperationSmaller ISG, dynamic storage, standard lead-acid batteries

CostSmaller combustion engine, no starter, no alternator, less fuel costhave to compensate for cost of ISG, electronics, energy storageScaled down systemISG, DC/DC, 36V lead-acid battery, energy storage capacitor

Fuel EconomyVehicle Functions: Stop-Go, Boost, Regen. BrakeCombustion Engine SupportMore Efficient Power GenerationWeight for smaller batteries, DLC


PT SELThe Case for the Electric Vehicle

Concept: Elecical Engine only, RecuperationElectric Engine is optimal for vehicle propulsion ( weight/power, dynamics...)Drive Train is availible, already developed

Energy SupplyBatteries inadequate in all aspects ( e.g. max. 10% power density of fuel )Fuel Cell very promising; has the potential to become completely adequateHydrogen generation from fuel or methanol (Reformer ) potentially adequateReformer concept not adequate for vehicle series applicationHydrogen storage is lacking promising concept for series application

CostDrive train ( e-motor plus electronics ) cost less than replaced partsCost for fuel cell not fixed, dynamic energy storage (DLC) will be cheapCost for hydrogen storage unpredictable

Fuel EconomyWith functioning energy suppy ~ 3 times more energy efficient!!!


PT SELPower Train with Integrated Starter Generator

Optional 2nd Clutch

Starter-Generator

Clutch

Clutch

Gear Box

ECU

Engine


PT SELPowerNet for Boost / Regenerative Brake

DC

DC

DC

AC42V 14V

DoubleLayerCapacitor

36 VBattery

12 VBattery

M

Dynamic High Power

Storage


PT SELComplete 42V PowerNet Architecture

14 Volt

ISG ACDC 42 Volt

12 VBattery

DCDC

60V DLCBoost

Recuperation

36V BatteryLead / Acid

Loads, Idle-Stop

Switch

High Power Loads

ECUs,lamps, ... key-of loads

Jump Start


PT SELHybrid: Combustion Engine Support

Efficiency profiles, torque and output powerof induction and combustion engines


PT SEL1.6l Engine Start with ISG

-350

-300

-250

-200

-150

-100

-50

0

50

0 50 100 150 200 250 300 350 400 450 500 550 600

Time (ms)

Cur

rent

ISG

(A)

0

200

400

600

800

1000

1200

Engi

ne S

peed

(rpm

)

Current ISG

Engine Speed

Start Command(700 rpm)

Start Time: 270ms


PT SELHybrid Vehicle

Honda Inside


PT SELPower Train Layout of a Hybrid Vehicle


PT SELPowertrain of a Hybrid Vehicle


PT SELPowerNet and Powertrain Evolution

VehicleGeneration

PowerGeneration

PowerNetVoltage

Semicond.Technology

Voltage /Current Cooling

Today( 2001 ) Claw Pole Gen. 14V Diode 40V / 200A Conducted,

WaterSoft Hybrid( ~2003 )

Switching ClawPole / ISG 14/42V,42V MOS

Bridges 80V / 800A Water

Hybrid( ~2010 )

Sync. /AsyncGenerator 130 –280V MOS /

IGBT 300V / 200A Water

ElectricVehicle ??? Fuel Cell >300V IGBT 600V / 200A Heat Pipe?

the evolution of vehicle power electronics feppcon iv folie 1 april 3, 2001 ersteller s:bolz pt sel...

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