Entwicklungstrends und methoden für Hybridgetriebe und E

Mario Brunner

AVL List GmbH (Headquarters)

Public

Entwicklungstrends und –methoden

für Hybridgetriebe und E-AchsenAST User Conference 2018

Mario Brunner | AST User Conference Germany | 17 Oktober 2018 |Public

AVL – Transmission Overview

Concept / StructureTransmission synthesis,

Specification, Dimensioning

CalibrationACT – test bed

calibrationIn-vehicle calibrationDRIVE™ evaluation

Software & ControlsSpecification & coding

Safety

Integration & TestingRig and vehicle testing

Detail Design & AnalysisCAD Design

Structural and dynamic analysis


AVL – Transmission Overview

CURRENT NUMBER OF EMPLOYEES: ~400


Video 3 high power sport car

Source: www.topgear.com

3 super sport cars as hybrid!


BEV ICE

excellent poor

Pollutants

CO2 – Tank to wheel

CO2 – Lifetime – EU mix

CO2 – Lifetime – China mix

Refueling / Charging time

Weight / Range

Cost / Range

Low speed performance

High speed performance

Transients

NVH

Total cost of ownership (actual status)

Electrification and ICE offer quite complementary characteristics

qualitative

KEY FEATURES OF CONVENTIONAL (ICE) AND BATTERY ELECTRIC POWERTRAIN (BEV)


Source: IHS 10/2017production based

Electrified (P1,P2,P3,P4) - start stop not considered

EVT

DCT

CVT

CVT

EVT

MTMT

MT MTAT

AT

AT AT

DCT

CVT

CVT

CVT

DCT

DHT

DHT

RED

RED

RED

Market trends - IHS


Annual Pro

duction V

olu

me (

Glo

bal)

–M

io

0

20

40

60

80

100

120

2015 2020 2025 2030

Light Vehicle Production Volume

Internal Combustion Engine

Electric Motor / Hybrid

Battery Electric Vehicle

Hydrogen Fuel Cell

AVL Prediction 03/2018Scenario ”Medium”

City Access

City Access

City Access

Zero Impact Emission

50 % Efficiency

e-GasE-Fuel

Battery Technology

Infra-Structure

Fleet CO2

WTW

Infra-structure

Fleet CO2

WTW

Fleet CO2

WTW

FC Technology

City Access

Electric Range

AVL forecastImpacts on Global Technology Shares


AVL forecastImpacts on Global Technology Shares


48V – P0, P1 limited electric experience


48V rear axle – 48V PHEV

Plug-in charging 48V and 12V



Charging Socket

Trunk unchanged

Batteries, inverter and HCU below trunk level






48V rear axle – 48V PHEV NEXT STEPS

Electric motor135 Nm / 31 kW


Add-on Hybrid transmissions


Dedicated Hybrid Transmission (DHT)already available or coming soon


Dedicated Hybrid Transmission (DHT)AVL Future Hybrid 7 mode

Characteristics:3 clutches & 1 brake7 transmission operation modes: 3 speeds for ICE operation (all can be boosted)

2 speeds for electric driving 2 torque-split eCVT mode


Dedicated Hybrid Transmission (DHT)AVL Future Hybrid 8 mode

Characteristics:2 clutches & 2 brakes8 transmission operation modes: 5 speeds for ICE operation (all can be boosted)

2 speeds for electric driving 1 torque-split eCVT mode

Very simple core transmission


Dedicated Hybrid Transmission (DHT)VW Vario.Drive

Characteristics:

1 e-motor 4 speeds for ICE operation modes 5 speeds for electric driving 2 variable modes


Virtual System OptimizationConventional and Hybrid

Vehicle

Modelling

AVL VSM

Simulation of specific

driving maneuvers

Objective vehicle

assessment

AVL DRIVESPA

Balancing of vehicle variants

Optimization Loop

Build up virtual prototypes Virtual vehicle testing

Select best vehicle & components

Efficiency & driving attribute

assessment

Energy consumption

Demand of system simulation is increasing significantly virtual release & during the development


Virtual System OptimizationBEV

BEV - parameter variation for different applications

15,4

15,6

15,8

16

16,2

16,4

16,6

16,8

0 1 2 3 4 5 6 7

NED

C e

l. en

ergy

co

ns.

(kW

h/1

00

km)

0-100km/h performance time (s)

Tesla BEV - 1 Gear variants

EM 200kW

EM 225kW

EM 250kW

EM 275kW

EM 300kW

ratio: 7

ratio: 15

Original Tesla

9,5

10

10,5

11

11,5

12

12,5

13

0 2 4 6 8 10 12 14 16NED

C e

l. en

ergy

co

ns.

(kW

h/1

00

km)

0-100km/h performance time (s)

EUCAR 2020 BEV - 1 Gear variants

EM 130kW

EM 110kW

EM 90kW

EM 70kW

first design

Shift point variationHigh performance Mid. performance

High performance Mid. performance

Power and gear ratio variation

BEV also need system simulation to find the compromise between efficiency, performance and cost


E-AXLEBase requirement

Highly integrated

Highly efficient

Best NVH

Thermal

SW

Highly integrated

Highly efficient

Best NVH

Highly integrated

Highly efficient

Best NVH


SET-TOP INTEGRATION

+ moderate packaging+ easy merge of electronics and axle

Gear-Box

INVERTER

E-MOTOR

SEMI-INTEGRATION

Today

+ improved packaging+ one cooling interface

Gear-Box E-MOTOR

INVERTER

POWER INVERTEROverview degree of integration

Inte

gra

tion

Inte

gra

tion

+ minimum packaging & weight+ maximum robustness+ maximum cost efficiency

E-MOTOR

Gear-Box

INVERTER

FULL-INTEGRATION

Future

• Minimum weight and dimensions

• Fewer connectors and cables

• Fewer interfaces

• Fewer sources for EMC radiation

Highly integrated

Highly efficient

Best NVH


E-MOTORHigh speed - main advantages

Torque ~ Weight

Power ~ Torque x Speed

Weight ~ Cost

SPEED UP!

Highly integrated

Highly efficient

Best NVH


E-MOTORCooling as enabler for power density

WATER JACKET

FORCED AIR COOLED

DIRECT OILOIL SPRAY

Cooling im

pro

vem

ent

Cooling im

pro

vem

ent

Cooling im

pro

vem

ent

Transferred Heat

Why direct oil with sleeve pipe?

• Oil passes along heat source - stator

• No drag losses at rotor

• Oil flooded windings are cooled

Torque

Speed

Peak torque curve

Constant torque curve

E-Machine cooling topologies

e-motor thermal optimization is key to optimize weight to power ratio

Highly integrated

Highly efficient

Best NVH


TRANSMISSION Lubrication optimization

AVL CFD

optimization

High speed at input shaft as major challenge!

➢ 3D CFD simulation mandatory in early development phase

➢Design confirmation and validation over early plastic models

Target is to guarantee lubrication without additional pump:

Highly integrated

Highly efficient

Best NVH


TRANSMISSION Lubrication optimization

Target is to guarantee lubrication without additional pump:

Highly integrated

Highly efficient

Best NVH

Oil flow simulation as key to reduce splashing losses and development time


TRANSMISSIONMicro geometry optimization

Pro

file

Lead

Full factorial at least 500

DoE – Design of Experiment:

Variante

Breitenballigkeit

[mic]

Kopfrücknahme

[mic]

Radius

Kopfrücknahme

[mm]

Schrägungswinkelkorrektur

[mic]

Höhenballigkeit

[mic]

1 5.0 9.0 140.6 -2.5 5.0

2 0.0 15.0 137.6 -6.7 10.0

3 0.0 15.0 143.6 10.0 10.0

4 3.3 3.0 143.6 -6.7 6.7

5 0.0 3.0 137.6 1.7 10.0

6 0.0 15.0 141.6 -15.0 0.0

7 10.0 3.0 143.6 -6.7 10.0

8 0.0 15.0 139.6 10.0 0.0

9 10.0 15.0 139.6 -15.0 10.0

10 0.0 11.0 139.6 10.0 10.0

11 6.7 7.0 137.6 -15.0 10.0

12 10.0 7.0 137.6 -6.7 10.0

13 10.0 15.0 143.6 -15.0 6.7

14 10.0 3.0 137.6 -15.0 0.0

15 10.0 11.0 139.6 -15.0 3.3

16 3.3 3.0 141.6 10.0 10.0

17 3.3 15.0 137.6 10.0 10.0

18 3.3 15.0 143.6 10.0 0.0

19 6.7 15.0 137.6 -6.7 0.0

20 0.0 3.0 141.6 -15.0 10.0

21 0.0 3.0 141.6 1.7 3.3

22 10.0 3.0 141.6 1.7 0.0

23 6.7 3.0 139.6 1.7 6.7

24 3.3 11.0 143.6 -15.0 10.0

25 0.0 15.0 137.6 10.0 6.7

26 10.0 15.0 143.6 1.7 10.0

27 6.7 3.0 141.6 -15.0 3.3

28 6.7 3.0 137.6 10.0 0.0

29 10.0 15.0 139.6 10.0 3.3

30 10.0 11.0 143.6 10.0 0.0

31 6.7 11.0 139.6 10.0 0.0

32 10.0 7.0 139.6 10.0 10.0

33 3.3 15.0 143.6 -15.0 3.3

34 6.7 3.0 143.6 10.0 10.0

35 3.3 3.0 139.6 -15.0 0.0

36 6.7 7.0 143.6 -6.7 0.0

37 0.0 11.0 137.6 -15.0 0.0

38 10.0 7.0 143.6 10.0 6.7

39 3.3 15.0 141.6 -6.7 10.0

40 0.0 11.0 143.6 1.7 0.0

41 0.0 3.0 137.6 -6.7 0.0

42 10.0 15.0 137.6 -15.0 3.3

43 3.3 7.0 137.6 1.7 0.0

44 0.0 7.0 137.6 10.0 3.3

45 0.0 7.0 139.6 -15.0 3.3

46 0.0 3.0 143.6 -15.0 0.0

47 10.0 3.0 137.6 10.0 6.7

Highly integrated

Highly efficient

Best NVH


TRANSMISSIONMicro geometry optimization

Intersection plot shows individual influence of micro geometry parameters on surface vibratoins.

benchmark

Lead Profile

Surf

ace v

elo

city level [d

B]

Helix Angle Correction [mic] Crowning [mic] Barreling [mic] Root Relief [mic] Tip Relief [mic] Torque [Nm]

Gear contact optimization needed for electr. powertrains efficiency and NVH optimization

Highly integrated

Highly efficient

Best NVH


Summary

Technology variety is increasing significantly

Increasing demand for system simulation

More than 50% of the powertrainswill have an e-motor in 2030

Simulation based optimization required

Electrified powertrain confrontthe “transmission” with new challenges

Lubrication and NVH simulation optimization needed

www.avl.com

Thank You

Documents

Entwicklungstrends und methoden für Hybridgetriebe und E