EVOLUTION OF 48V SYSTEMS - CONNECTING THE DOMAINS OF POWERTRAIN AND POWER SUPPLY

48V POWER SUPPLY SYSTEMS, IQPC, NOVEMBER, 29TH-30TH, 2016, BERLIN, GERMANY

BASTIAN HARTMANN

DC/DC converter
bi-directional ADVANCED POWER SUPPLY
SM B-ISG
12V 48V AND ENERGY MANAGEMENT
12V loads 48V loads
FORD R&A EUROPE
AGENDA

Intro

Fords 48V Mild Hybrid architecture

Opportunities and new requirements for next generation architectures

12V load migration to 48V
Electrification of auxiliaries and actuators
New feature content

Conclusion

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INTRO

Cost
Electric power
Package
demand

12V/48V electrical
Weight Platform strategy
systems

Tailpipe emissions Robustness

Fuel economy/CO2

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 INTRO - ELECTRICAL POWER SUPPLY REQUIREMENTS , POWER DEMAND

Increase of comfort features Electrification of existing features

New chassis and powertrain features

8
Small car
Midsize car 7
Luxury car
6

Peak power in kW
Power demand

4
Cooling features Heated features 3

0
Summer Winter EPS ARC ARK eBooster eCAT

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INTRO - ELECTRICAL POWER SUPPLY REQUIREMENTS , POWER DEMAND

Diverse product portfolio creates wide range of power demand

B-D segment
Commercial vehicles
Premium brand
Average power

Transient power

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INTRO FUEL ECONOMY / CO2

Fords commitment to reduce CO2 and emissions Fuel economy functions

Customer interest in fuel efficient vehicles Engine stop/start
Legislative pressure Recuperation
Torque assist
Electric drive

Energy storage capacity

Energy storage power capability
Electric machine power capability

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INTRO - VEHICLE INTEGRATION REQUIREMENTS

Weight
Reduction of vehicle weight is one of the key elements to improve FE and drivability
Power supply topologies shall make use of weight reduction opportunities

Package
Additional components of new topologies shall be packable with minimal change effort
Package changes need to be considered in early platform design

Costs
Complexity shall be avoided, high commonality and scalability shall be the goal for all topologies
Low investment costs
Low variable costs

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INTRO
Disconnect switch

Different topologies available to meet the multiple requirements SM Alt

12V Lead-Acid 12V Li-Ion Loads

48V topologies with Li-Ion battery deliver high electric performance for power supply
and recuperation
DC/DC converter
SM Alt
12V
12V loads UltraCap 48V loads
48V
DC/DC converter
bi-directional
SM B-ISG
12V 48V
12V loads 48V loads SM
DC/DC converter
bi-directional
B-ISG
12V 48V
12V loads

DC/DC converter

48V mHEV: High on-cost, weight and package issues

bi-directional
SM B-ISG
12V 48V
12V loads 48V loads

48V mHEV + power supply:

Combine Fuel economy benefit and enhanced electric power capability to improve the business case
Introduction of 48V loads adds new requirements to the 48V mHEV system and therefore has influence on the
system design

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FORDS 48V MILD HYBRID ARCHITECTURE

Major 48V mild Hybrid system functions

Recuperation of brake energy DC/DC converter
bi-directional
SM B-ISG
Torque assist 12V 48V
Low speed stop in gear 12V loads

Load shift capability

(feed gas emission optimization)

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FORDS 48V MILD HYBRID ARCHITECTURE

Voltage Engine Torque Electric

Recuperation
level stop/start assist drive
Conventional
12V no no no no
powertrain

Micro HEV 12V low low low no

Mild HEV 48V medium medium medium no

Full HEV > 200V high high high high

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OPPORTUNITIES AND NEW REQUIREMENTS FOR NEXT GENERATION ARCHITECTURES

12V load migration to 48V Cooling Fan

Transmission actuators
Cost benefit due to downsized DCDC
Fuel heater, fuel pump
Reduced electrical losses
AC fans
Cable downsizing Lighting (fog lamps, headlamps, etc.)
Heated feature (PTC, heated screen, seats, etc.)

Electrification of auxiliaries and actuators Chassis (EPAS, CCD)

110V-220V Inverter
New demand-controlled electrified actuators
Electrification of mechanical PT actuators

Electric AC compressor
New feature content
EPAS for heavy vehicles
Enhanced vehicle attributes Vacuum less brake system
Electric supercharger
e-ARC Oil/water pump
Rear wheel steering Valve actuation
AFS
Torque vectoring

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12V LOAD MIGRATION TO 48V

Main goal of load migration is to reduce cost, weight, package demand and to improve fuel economy
Different load migration scenarios and their impact on all subsystems need to be assessed

48V EDS
DCDC Additional wiring, fuses, distribution
Downsizing opportunity
12V electrical distribution system (EDS)
Deletion opportunity
48V B-ISG
Low risk of upgrade

DC/DC converter
bi-directional
SM B-ISG
12V 48V
12V loads 48V loads

12V starter motor 12V battery 48V battery

Deletion opportunity Downsizing opportunity High risk of upgrade due to new requirements

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12V LOAD MIGRATION TO 48V

Scenario I
Migration of high transient vehicle power loads
Promising migration candidates: Electric steering assist, electric braking system
Does not give significant benefits
Scenario II
Migration of high average vehicle power loads
Promising migration candidates: PTC heater, AC fan, heated features (screens, seats, steering wheel), engine
cooling fan
Can improve cost and weight due to DCDC downsizing and EDS improvements
Scenario III
Deletion of Starter Motor 48V system to cold crank the engine
Significant cost, weight and package improvements but feasibility not verified
Risk: Belt

More scenarios can be defined by combining these basic scenarios

Risk for all scenarios: Supply base for 48V components not yet established

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NEW FEATURE CONTENT

48V mHEV as baseline

New 48V loads, e.g. eARC, ARK, eBooster are introduced

48V EDS
DCDC Additional wiring, fuses, distribution
No changes
12V electrical distribution system (EDS)
No changes
48V B-ISG
High risk of upgrade due to new req

DC/DC converter
bi-directional
SM B-ISG
12V 48V
12V loads 48V loads

12V starter motor 12V battery 48V battery

No changes No changes High risk of upgrade due to new requirements

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 NEW FEATURE CONTENT

Example for impact on 48V mHEV components imposed by new features requirements:
48V battery cold performance capability
B-ISG low speed continuous performance

Continous power output

Discharge power

New feature requirement

Capability of mHEV components

-30 C 0 C 30 C 2000 rpm 3000 rpm 4000 rpm

48V battery temperature B-ISG speed

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CONCLUSIONS

Low voltage systems are facing multiple vehicle level requirements

48V mHEV is cost effective to meet C02 requirements and improve other vehicle attribute at the same time. Still cost,
weight and package are challenges

Using 48V mHEV as a power supply system by migrating 12V loads can be beneficial but migration candidates need to
be selected carefully
Supply base for 48V loads is not established yet

48V mHEV can be an enabler for new features that have a high electric power demand but additional requirements to
the B-ISG and the 48V battery need to be considered
Especially low temperature performance of the 48V battery and low speed continuous performance of B-ISG can be
critical

Combining both the powertrain and the power supply functionality is the goal to achieve the best performance at lowest
cost

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 Thanks for your attention!

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