what will change with the second generation of 48v … · ©2017 a123 systems llc. all rights...

©2017 A123 Systems LLC. All rights reserved ©2017 A123 Systems LLC. All rights reserved.

Angela Duren 13-September-2017

What Will Change with the Second Generation of 48V Batteries?

©2017 A123 Systems LLC. All rights reserved

<2013 2014 2015 2016 2017 2018 2019

A123 continues to expand in low voltage

• Low voltage hybridization is a strategic focus for A123 Systems

• A123 has secured many low voltage customers globally, some with multiple programs

• This experience has enabled insights in market trends and technical requirements

12V micro hybrid

48V mild

hybrid

Start of Production

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Low voltage li-ion batteries will reach millions of units

Moving to mainstream

• Driven by global clean air legislation, low voltage hybrids are a key part of most OEM product strategies globally

• Total annual volume of low voltage batteries produced by A123 expected to be >1M units by 2020

• A123 has established low voltage battery assembly plants in China, Czech Republic, and the US to support local customer volumes

12V

48V

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Micro & mild hybrid architectures

Global volume projections

China and Europe will drive the majority of volume in low voltage electrification over the next five years

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• First generation mild hybrids supported by belt starter generators will continue to provide high levels of recuperation/ CO2 reduction for mainstream vehicles

• Next generation mild hybrids will bridge the battery functions of power supply and vehicle propulsion with more accessory loads and part-time electric driving, further increasing CO2 reduction

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Continuum of automotive battery function

Next generation 48V systems

12V SLI Plug-ins Hybrids

Mild Hybrids 48V Gen2 ACCESSORY POWER SUPPLY

VEHICLE PROPULSION Mild Hybrids

48V Gen1


• Primary driver is fuel consumption/ emissions reduction via recuperation/ regeneration

• Belt starter generator offers up to 15kW of recuperation to support this initiative

• 48V accessory loads on some programs

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Peak power (RT 10s kW)

First generation systems

Source: FEV

Recuperation is the primary driver

BSG most common position in mainstream

mild hybrids in development/

launching today

First generation 48V battery requirements

OEM requirements

A123 solutions

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CO2 Benefits from Regenerative Braking On-Cycle Benefits

• “Autonomie” software simulation

• Midsize vehicle

• Belt integrated starter generator

• Regional certification cycles

First generation (15kW) systems are already approaching the

maximum regeneration of energy available on regulatory cycles

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Does not include highway cycle offset


• Higher power discharge requirements from 1 or 2 e-machines in the drivetrain

• Higher 48V accessory loads as more features are supported by the 48V powernet

• Combined power peaks can reach up to 25kW, more energy may be required to accommodate creeping and other engine-off features

Add part-time electric driving

Next generation battery requirements

Source: FEV

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OEM requirements

A123 solutions

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A123 32Ah

Scalability of 48V battery solutions

A123 8Ah

A123 6Ah

Increasing P/E ratio

Battery makers will choose chemistry and

electrode designs which best fit each application

A123 25Ah

A123 12Ah

A123 16Ah

OEM requirements

A123 solutions

A123 concepts

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Sources of further 48V battery requirement diversity

• Crash requirements

+ Variation in vehicle package location and safety strategies

• Methods of cooling

+ Higher energy throughput at higher power levels is driving greater heat generation during battery operation

+ Conventional liquid cooling will evolve to a refrigerant loop in some cases

+ Thermo-electric devices are also under consideration in some architectures for larger windows of full operation

• 48V for engine starting

+ As battery capacities and power levels increase, cold start requirements are progressively less difficult for the 48V battery

+ Cold cranking with the 48V battery would permit elimination of the 12V starter motor

+ This scenario is only valid for solutions including P0 or P1 motor configurations

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• Fully integrated DC-DC converter with 48V battery + For higher power systems, components can share liquid cooling plumbing

+ Combine device management systems and CAN connection

+ Directionally correct on cost, but can OEMs package larger units?

• 48V “single battery” + One 48V battery replaces both 12V and 48V stand alone batteries

+ Reduces battery cost and complexity

+ Requires elimination of the 12V starter (robust 48V starter)

+ Requires strategy for stepping down voltage to 12V devices (DC-DC converter)

+ Solution for features where redundant power sources are required?

• Creativity on future solutions will depend on longevity of 48V mild hybrids/ growth rate of plug-ins

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Further optimization 5-10 years out

Anticipating “gen3” 48V battery requirements


Summary

• 48V hybrids will be relied on heavily to meet ever-increasing clean air regulations

+ Europe and China are taking the early lead in regional adoption trends

+ Most early mainstream systems are driven by “P0” belt starter generators

• Next generation 48V batteries will bridge power supply and propulsion functions, further improving fuel consumption/ emissions

+ Higher power and energy features move to 48V power net, including part-time electric driving

+ Battery makers will be required to customize solutions due to diversity of power/ energy demand

+ Battery cooling and other design parameters are adding further diversity to battery requirements

• Mild hybrid battery systems can be used to further optimize mild hybrid architectures

+ Reducing/ consolidating components within the 48V architecture is under investigation

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