As carmakers look into low-cost hybridization for high-volume offerings, determining the optimal vehicle configuration depends largely on the availability and affordability of the energy-storage device for the proposed architecture. In this session, vehicle-powertrain and electrical-system developers and their current and prospective energy-storage system suppliers, including lead-acid, Li-Ion and nickel-based batteries, as well as EC capacitors, will discuss the systems under development and their cost/performance trade-offs.
Session Chairman:
Daniel Kok, Manager, Advanced Electrified Powertrain Systems, Ford Motor Co.
Dr. Daniel Kok is Ford Motor Company's Manager for Advanced Electrified Powertrain Systems.
In 1994, he graduated as M.Sc. Mechanical Engineering and started working as a Research Associate at Eindhoven University of Technology, The Netherlands. From 1999 to 2000, he worked for TNO Automotive in Delft, The Netherlands, as Project Leader Hybrid Electric Vehicles. In 1999, he received his Ph.D. degree based on a thesis "Design Optimisation of a Flywheel Hybrid Vehicle". In 2000, he joined the Ford Research Center in Aachen, Germany as Technical Specialist. In July 2005, he transferred to the Ford Dunton Engineering Center in the UK as Global Manager for Micro-Hybrid Systems. In November 2011, he transferred to Ford Dearborn Engineering Center in the US. In his current position, he is responsible for the system design of Ford’s next generation of electrified vehicles.
SESSION AGENDA
Overview of Micro-Hybrid Development in the European Market Daniel Kok, Manager, Advanced Electrified Powertrain Systems, Ford Motor Co.
Abstract
Large car manufacturers face the challenge of improving fuel economy and emissions of their products in a cost effective manner. This trend is driven by ever more demanding customer expectations and legislative requirements. CO2 and non-CO2 emission targets are not expected to stabilize in the next 10 years. The global customer base is diverse, on-road vehicle usage is diverse and as a result, there is no single technology that can provide a fit-for-all solution. Thus, the automotive industry is developing a wide palette of system designs. Most of these have one element in common: a gradual introduction of hybrid vehicle functions, constituting of 1) Engine Start-stop operation, 2) Capture, storage and re-use of energy, 3) Improved efficiency of the internal combustion engine through combined electrical and mechanical propulsion, and 4) Electric-only propulsion.
The democratization of hybrid vehicle technology will continue to build on the Engine Start-stop function: it provides a noticeable change of operation as well as a fuel economy benefit in urban driving conditions at affordable system cost. Although earlier examples were brought to the market with varying levels of success, Start-Stop has grown from a niche option offered on select European vehicles in the early 00’s to a regular powertrain feature on offer today. This trend is expected to continue and analysts foresee start-stop to become a standard feature on nearly all European passenger cars by 2020. Japan sees a similarly maturing market for start-stop applications. The US market is expected to pick up the pace, with advanced start-stop technologies for automatic transmission systems becoming more widespread available in the oncoming years. China and other Asian markets are expected to follow these trends.
In order to keep system cost at an affordable level, the start-stop function in passenger cars is typically delivered by a 12V cranking device and combined with some level of regenerative charging using the 12V battery. These vehicle are sometimes referred to as micro-hybrids. The battery plays a dominant role as the energy storage buffer: it provides the power to crank the engine, has to support 12V loads when the engine is off and must be recharged in time to enable an engine stop at the next opportunity. These new requirements, cascaded to the 12V battery have been an incentive for the Lead-Acid battery supply base to develop new Enhanced Flooded and Absorbed Glass Mat products. As the industry moves towards expanding the hybrid functionality beyond today’s start-stop baseline into more engine off time, more regeneration of energy and into some level of hybrid propulsion, the boundaries of 12V power levels and lead-acid electrochemistry will increasingly be crossed. 48V Mild Hybrid systems with Li-ion energy storage may come to play a role in complementing the start-stop operation in wider areas of the vehicle’s usage spectrum. This way, the implementation of low voltage hybrid systems can help the automotive industry to deliver on its fuel economy and emission challenges whilst providing enhanced customer benefits.
Close Abstract
Safe, Cost-Effective and Environmentally Friendly Energy Storage for Micro and Mild Hybrids Perry Kramer, Research Scientist, East Penn Mfg. Co.
Abstract
This presentation looks at East Penn’s ability to offer lead acid batteries that meet demanding hybrid requirements. The Synergy® and UltraBattery® products offer superior charge acceptance but also perform well in VDA testing.
First I will discuss why lead acid batteries make sense in hybrid vehicles:
Safe- contain aqueous electrolyte
Cost Effective- comparable to normal AGM cost.
Environmentally Friendly- nearly 100% recyclable
Both technologies are suitable for start-stop applications. The Synergy® battery will offer good charge acceptance, longer life and even improved VDA performance. The UltraBattery® will offer the best charge acceptance and excellent life.
The start-stop performance of the batteries is investigated using the following tests:
VDA Standard (Life tests, charge acceptance, crank and water loss)
Dynamic Micro Hybrid Test
The UltraBattery® excels in high-rate-partial-state-of-charge applications that demand power to be delivered or accepted in short bursts. This is exactly how batteries are required to perform in mild hybrid vehicles. The UltraBattery® performs well in all temperature ranges and shows a self balancing characteristic. This means the BMS can be very simple and safe.
UltraBattery® performance in a mild hybrid is demonstrated:
Current demonstration project- 2 successful Honda Civic vehicle trials.
Compare lead to other chemistries in Honda Civic Hybrid.
Low-Voltage Storage to Enable High-Volume Energy Efficiency Craig Rigby, Vice President, Product Management and Strategy, Johnson Controls Power Solutions
Abstract
With Start-Stop technology providing tangible fuel efficiency and emissions improvements using known technologies and minimal investment, predictions* state that it will be equipped on nearly 70% of vehicles in the European OE market and 40% of the total Americas OE market by 2020*. Start-Stop not only helps automakers meet increasing regulatory pressure and consumer demand for improved fuel efficiency and emissions - it requires minimal changes to the existing vehicle architecture thereby enabling a low cost solution that can be deployed across high volume.
Building on the Start-Stop baseline, additional energy storage technologies need to be aligned with overall system and component capabilities to deliver the best total cost of ownership for consumer and the right return on investment for automakers. High volume adoption, and the resulting benefits to fleet fuel efficiency, will be a result of the right technologies coupled with the right business model to deliver the maximum value to consumers.
This presentation explores the success of Start –Stop technology including Absorbent Glass Mat (AGM) batteries, and how that success provides a model for further development in low-voltage electrification strategies.
*source: IHS research (data through 2016) and Johnson Controls market forecast
Close Abstract
Recent Advancements at the USABC and Requirements Development for 48V HEV Batteries Oliver Gross, Energy Storage Systems Specialist, Chrysler LLC – USABC
Abstract
The United States Advanced Battery Consortium (USABC) is a consortium formed in 1991, through a cooperative agreement with Chrysler, Ford, General Motors and the United States Department of Energy (DOE).
The USABC, in conjunction with the DOE, developed requirements for advanced forms of batteries, to be used in Electric Vehicles (EV), Plug-in hybrid Electric Vehicles (PHEV), 12V start-stop and 48V hybrid batteries. All requirements have been recently revised, based upon a comprehensive, multi-disciplinary analysis effort, supported by all Consortium Members, including the participating automotive OEMs and National Labs. Request for Proposal Information (RFPI) publications have been recently issued for all applications.
The 48V HEV application is new to the USABC, as part of the current cooperative agreement. This application is shown, as a case study, describing how North American OEM vehicle requirements were compiled and translated into a set of advanced battery requirements. These battery requirements define electrical, mechanical, environmental and economic characteristics for a battery, which could then meet the pre-competitive requirements of the OEM partners within the USABC.
Close Abstract
Advanced Energy Storage Solutions for Low-Voltage Hybrids Young Duk Kim, Vice President, Product Planning, Advanced Automotive Battery Division, LG Chem
Abstract
Regulation on reducing vehicle’s CO2 footprints is increasingly becoming tightened; however meeting the regulation by increasing the sales volume of high voltage systems including HEV, PHEV, EV, is not still enough due to its challenging extra system cost for wide acceptance in the mass market. Therefore low voltage hybrid system including 12V and 48V technology could be potentially a efficient option in terms of CO2 reduction output per additional cost of installation. Not only auto makers are rigorously challenging themselves to maximize target of CO2 reduction per cost by developing advanced yet simplified hybrid powertrain, but a battery supplier, LG Chem., also has an important role of supporting OEMs attaining vehicles’ goal by developing reinforced performance and the low cost battery solutions. Based on our analysis of global specifications of batteries for low voltage hybrid, high temperature stability, more charging acceptance, size and height compactness for an easy application to the vehicle design platform. And most importantly, lower cost of battery system would be consistent development targets to be tackled down for battery players. LG Chem. is now offering the optimized battery solutions with leveraging LG’s proprietary pouch technology and excellence in cell chemistry.
Consideration points from LG’s proprietary pouch technology Pouch based light weighted battery is an attractive option for automakers to lessen their burden on weight target of the vehicle. Our pouch based cell technology is further differentiated by its semi-winding, stack & folding process, allowing strong points between winding and stacking process. Especially, wider foot print cell, which is more design compatible with the height lessened of battery pack and also allows more effective cooling, is easy to implement through our pouch based stack & folding process.
Consideration points from LG’s excellence in cell chemistry Low voltage system is not fully standardized in terms of energy recuperation capability., and it could be classified depending on the OEM’s preference between regeneration capability and high energy density. LG Chem. has two material options to provide optimized solution for each direction of OEM’s low voltage development. Our advanced cell performance will be presented and further improving points and challenges for each chemistry will also be discussed.
LTO solution preferring OEMs tends to maximize regeneration capability of the battery especially at the low temperature, and generally puts a top priority on the high fuel efficiency. This solution also has excellent high temperature stability, which enlarges the flexibility of installation position including under engine hood. Technological and cost challenges stemming from relatively new chemistry as well as low nominal voltage is being tackled down through optimizing particle size of active materials or adding low cost LMO components.
Graphite solution preferring OEMs tends to requests relatively high energy yet compact battery to support increased needs of electrical energy for automotive electronics functionalities related to passenger safety and comfort. Enhanced discharge power allows effective assistance of power boosting of 48V system as well as the use of low capacity battery cell resulting in the low system cost. Furthermore, enhanced high temperature durability will open the potential to be installed with minimized cooling.
Close Abstract
Analysis of Global Specifications for 12V Lithium-Ion Batteries Jeff Kessen, Vice President of Corporate Strategy, A123 Systems
Abstract
As lithium-ion alternatives gain further attention for micro-hybrid applications, groups of vehicle manufacturers have begun publishing general performance specifications. Two of the most prominent examples are the USABC targets relating to Advanced High Performance Batteries for 12V Start-Stop Vehicle Applications and the 12V lithium-ion specification jointly released by several German OEMs. Both of these specifications address performance, packaging and other technical aspects of using lithium-ion systems for complete replacement of a lead-acid starter battery.
Some of the targets test the boundaries of today’s technology, not only in terms of performance, but the USABC cost targets are challenging as well. This presentation will compare the publicly available specifications for 12V lithium-ion batteries and analyze the ability of commercially available technology to meet those targets. Particular attention will be paid to batteries constructed with lithium iron phosphate (LFP) as a cathode material or lithium titanate (LTO) as an anode material.
12V Lithium-ion Specifications:
Cold-cranking requirements
Relationship between power and energy requirements
